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Document 
No. 19 


NATIONAL WATERWAYS COMMISSION j 1911 


RAILWAY FREIGHT RATES, INLAND 
WATERWAYS, AND CANALS 
OF GERMANY 



REPORT BY 

A. M. THACKARA 

AMERICAN CONSUL GENERAL AT BERLIN 

SUPPLEMENTED BY REPORTS FROM OTHER CONSULAR 
OFFICERS IN GERMANY 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1911 




Monograph 














1911 


Document 1 
No. 19 ] 


NATIONAL WATERWAYS COMMISSION 


RAILWAY FREIGHT RATES, INLAND 
WATERWAYS, AND CANALS 
OF GERMANY 


REPORT BY 

A. M. THACKARA 

AMERICAN CONSUL GENERAL AT BERLIN 


SUPPLEMENTED BY REPORTS FROM OTHER CONSULAR 
OFFICERS IN GERMANY 



WASHINGTON 

GOVERNMENT PRINTING OFFICE 





NATIONAL WATERWAYS COMMISSION. 


OF THE SENATE. 


OF THE HOUSE OF REPRESENTATIVES. 


Theodore E. Burton, Ohio, Chairman. 
Jacob H. Gallinger., New Hampshire, Vice 
Chairman. 

Samuel H. Piles, Washington. 

Wm. Alden Smith, Michigan. 

F. M. Simmons, North Carolina. 

James P. Clarke, Arkansas. 

William Lorimer, Illinois. 


D. S. Alexander, New York. 
Frederick C. Stevens, Minnesota. 
Irving P. Wanger, Pennsylvania. 
Stephen M. Sparkman, Florida. 
John A. Moon, Tennessee. 

Woodbury Pulsifer, l Sierretarie* 
Joseph H. McGann, foecreiartes. 


2 


D. OF ft. 

MAY 21 1915 


RAILWAY FREIGHT RATES, INLAND WATERWAYS, AND CANALS OF 

GERMANY. 


By A. M. Tiiackara, American Consul General at Berlin. 


This report is in answer to questions prepared by the National 
Waterways Commission and the Department of Commerce and Labor 
and transmitted to American consuls through the Department of 
State. 


Chapter I. 

QUESTIONS RELATING TO FOREIGN RAILWAY RATES SUBMITTED BY THE NATIONAL 
WATERWAYS COMMISSION THROUGH THE DEPARTMENT OF STATE. 

I. Give ten examples of rates on coal on different railway lines for different 
distances, with the following details: 

(a) Give termini for each shipment. 

(&) Give distances of each shipment, including in the list of ten rates at 
least three rates for the maximum distance that coal is shipped. 

(c) Give separately the terminal and transportation charge. (If this is not 
possible, make note of the fact that the two are combined.) 

( d ) State what service is covered by the terminal charge. 

(e) State the class of rate into which the coal traffic falls; that is, whether 
the rate is a special or commodity rate or a normal class rate, and, if the latter, 
what class. 

(/) Give all other facts concerning method of shipment which affect the rate, 
such, for example, as minimum carload weight or minimum train load, open or 
closed cars, fast or slow freight, and the like. 

(g) If any of these rates have been given to encourage the development of 
any industry, state the facts. 

II. Answer the above seven questions (a to g), quoting in each case ten 
examples of rates on different railway lines for different distances for the fol¬ 
lowing commodities: 1, iron ore; 2, stone; 3, lumber; 4, fertilizer; 5, grain. 

III. Give ten illustrations of special rates granted to export business on 
different railways for different distances, and answer in each case the ques¬ 
tions propounded above for the coal traffic (a to g) so far as they are appli¬ 
cable to the export business. Make a statistical tabulation comparing these 
'W’ -rt rates with local rates between the same termini. 

V. Give ten illustrations of rates charged by different railways for differ¬ 
ed t distances on the highest grade of classified freight, that which, in many 
countries, corresponds to the express business of the United States, and answer 
in each case the questions propounded for the coal traffic (a to g). 

V. Give ten illustrations of rates charged by different railways for different 
distances on typical products included in the various categories of the regular 
freight classification, showing both carload and less than carload rates, and 
answer in each case the questions propounded for the coal traffic (a to g). 

VI. Are the freight rates based absolutely on distance, or is the rate per ton- 
mile less for longer distances? Show, in the case of different commodities, at 
what distances the fall in the rate per ton-mile takes place. 


3 



4 BAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


Chapter II. 

QUESTIONS SUBMITTED BY THE DEPARTMENT OF COMMERCE AND LABOR THROUGH THE 

DEPARTMENT OF STATE RELATIVE TO RIVERS AND CANALS IN FOREIGN COUNTRIES. 

I.—PUBLIC SUPERVISION. 

(a) State what public authority, national, state, or local, exercises super¬ 
vision in the different instances over navigable streams and canals. 

(b) What are the powers and duties of such officials in regard to the follow¬ 
ing: 

(1) Capitalization of navigation corporations. 

Regulation of freight rates. 

Reports of operation. 

Maintenance and improvement of channels, docks, and terminal 

facilities. 

(2) Collection of statistics of water-borne traffic, and by what agencies 

such statistics are compiled and published. 

II.-WATERWAY IMPROVEMENTS. 

(a) Is there any established policy as to water powers developed by works 
constructed for improving navigation? Give illustrations. 

(&) To what general extent have river improvements and the construction 
of canals been carried on by the Central Government, by local governments, and 
by private enterprise? Give typical and important illustrations of each. De¬ 
scribe any system of cooperation and contribution between the Central Gov¬ 
ernment and local government in such works. 

* 

III.-FLOATING EQUIPMENT. 

(a) What is the general character of vessels used on rivers and canals? 

(1) The relative use of self-propelled vessels and towed vessels. 

(2) Motive power for barges and canal boats. 

(3) Size and draft of vessels. 

(4) The use of iron, steel, and wood in vessel construction. 

(5) The cost of various types of boats. 

(6) The use of special types of boats for particular cargoes and on differ¬ 

ent classes of waterways. 

(7) The size of fleets of barges. 

(8) Is the type of boats adapted to low-water stages, or are they con¬ 

structed with a view to utilization in high water? 

In each case specific information is desired showing the situation in typical in¬ 
stances rather than general statements of a summary character. 

IV.—OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

(a) Do canal companies or other waterway improvement companies own 
and operate vessels? Give examples. 

(&) Are there important cases of consolidation of vessel owners into large 
corporations operating extensive fleets on inland waterways? 

(c) To what extent are vessels owned and operated by railroads, or by pro¬ 
ducing and distributing concerns, such as coal, oil, lumber, ore, etc., fleets? 
Give examples. 

( d ) Are there any fleets of merchant vessels owned and operated by public 
authorities? Give examples. 

(e) Are there important instances of combinations or monopolies controlling 
towing on canals and rivers? Give examples. 

V.—TERMINAL FACILITIES. 

(а) What are the important or striking physical features of river and canal 
terminals, such as docks, wharves, piers, and floating wharf boats? Give illus¬ 
trations and send photographs with this answer. 

(б) Describe the most advanced methods of loading and unloading vessels 
on inland waterways, including the use of mechanical appliances. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 5 


(c) Are railroad tracks located on terminals of inland waterways, permitting 
direct transfer between railroad and water lines? Do such railroad tracks form 
a belt railroad, connecting all the railroads at a given port? Give examples. 

(d) Are river and canal terminals owned by public or private interests? 
Are they owned at all by private railways? If so, give the important instances. 

VI.—TOLLS AND FREIGHT RATES. 

(a) Are tolls charged on canals and rivers? If so, what elements are con¬ 
sidered in framing them and what service do they cover? Are there separate 
tolls for boats and cargo? Give typical illustrations. 

(&) What elements enter into the making of towing rates on canals and 
rivers? Give illustrations of towing charges and send copies of any tariffs or 
towing rates. 

(c) Do inland water lines have regular schedules of freight rates and classi¬ 
fications of freight? Are the rates stable or do they vary frequently with traffic 
exigencies? Give illustrations. 

(d) How are inland waterway rates affected by— 

(1) Distance of haul? 

(2) Quantity of commodity offered? 

(3) Speed? 

(4) Character of commodity? 

Give illustrations on important waterways. 

(e) Do prorating arrangements exist between water lines and railroads, and 
to what extent? Give illustrations and send copies of joint rail and water 
tariffs. 

(/) How do inland water rates affect railroad freight rates? Are railroad 
freight rates to water competitive points higher than to interior nonwater 
points of similar distances? Give illustrations. 

Compare inland water rates with paralleling railway rates for short and for 
long distances, giving specific illustrations which shall show whether waterways 
have greater competitive power in the one case than in the other. 

( g ) What is the general attitude of rail and water lines toward each other? 
Is there active competition or are there agreements for the division of traffic? 
Give examples. 

( h) Is there any legislation regulating the relations between rail and inland 
waterway systems of transportation? Is there any governmental restriction 
on the lowering of rail rates in competition with water rates? Give examples. 

O') Is it customary for shippers of goods by inland waterways to insure 
them, or is the risk assumed by the carrier? To what extent does this affect 
the freight rate? Give examples. 

VII.-WATER-BORNE TRAFFIC. 

(a) What is the general character of traffic on inland waterways: The 
principal commodities moved, the proportion and character of traffic moved in 
different directions, relative importance of package and bulk freight, etc. 
(This should be answered specifically for different waterways.) 

(b) Send official publications giving, for the last ten years, available sta¬ 
tistics of vessel movement and traffic carried on inland waterways; also rail¬ 
road traffic, tonnage, and ton-mileage. 

(c) Taking important inland water routes, does local traffic or other traffic 
predominate, and in what general proportion? 

( d) Give a concise statement of typical conditions of labor which is employed 
in navigation and in terminal handling, particularly with reference to wages 
paid. 

Note.—T he above questions were revised by the members of the National 
Waterways Commission. 




% 


Chapter I. 


RAILWAY FREIGHT RATES OF GERMANY. 

Since the foundation of the German Empire the policy of the 
Imperial and state governments has been to secure the unification of 
the tariff rates and uniformity in the administrative regulations of 
the railroads of Germany, on the principle that the highest interests 
of the nation would thereby to a greater extent be protected. 

The steady movement toward uniform freight rates throughout 
this country has been facilitated by the fact that less than 9 per cent 
of the entire railway mileage of the Empire is under private control. 

In Prussia the mileage of the state-owned railways in 1907 was 
31,846 kilometers (19,788 miles), as compared with 2,165 kilometers 
(1,345 miles) in the possession of private corporations. 

In certain parts of Germany the private lines are fairly numerous, 
but each of limited mileage. They do not as a rule form any part of 
the through communication, but are in general contributory lines or 
serve the local traffic of a small district. 

In Saxony the railways are wholly state except a few miles (6 
miles) of private lines connecting with mines. 

In Bavaria now that the state ownership of the Palatinate Railway 
was secured on January 1, 1909, private lines form but a small part 
of the internal means of communication and their ultimate absorp¬ 
tion by the state is only a question of time. There are 7,267 kilo¬ 
meters (4,515 miles) of railways belonging to the states, as compared 
with 267 kilometers (166 miles) of private roads. 

In Wurttemberg there are 1,708 kilometers (1,061 miles) of state- 
owned railways and 143 kilometers (89 miles) of private lines. 

In Baden there are 1,781 kilometers (1,107 miles) of state and 
227 kilometers (141 miles) of private railways. 

In Alsace-Lorraine there are 1,732 kilometers (1,076 miles) of 
state and 16 kilometers (10 miles) of private railways. 

In the whole of Germany there are 53,016 kilometers (32,943 
miles) of state-owned railways and 3,510 kilometers (2,181 miles) 
of private-owned. 

The above information refers to railways having the normal 
gauge—1,435 meters (4,693 feet)—and does not include the narrow- 
gauge railways. 

The full-gauge railways of Germany are divided into two classes— 
the trunk lines (Hauptbahnen) and the feeders, connecting railways, 
local railways, etc. (Nebenbahnen). The latter may form a part of a 
through-rate route, or in other words taking the generally accepted 
system for the compilation of rates, i. e., by the shortest mileage, 

7 


8 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

when there is a route with a “Nebenbahn” as intermediary, that 
route is usually taken into account for the transportation charges. 
It may also happen that the development of the traffic eventually 
results in a “ Nebenbahn ” being classed as a trunk line, in which 
case the regulations applying to the latter must be observed. 

In addition to the above full-gauge railways there are the full and 
narrow gauge lines not used by the general public, such as mining, 
industrial, agricultural, and forest lines. Under these are included 
lines connecting with private establishments, providing the terminus 
is not noted in the tariff and does not serve for public use. 

There are also lines which possess a purely local character, such 
as street railways for the carriage of passengers and interurban 
branch roads resembling street railways in character, construction, 
and management, but designed for the carriage of freight between 
neighboring localities. 

For the purposes of this report the railway rates considered are 
only those of the state-owned railways, as the rates in force on the 
private railways, while varying more or less from the regular rates, 
are to a great extent calculated on the same general principles. 

The administration of the railways and the supervision of the 
private lines are left to each Federal State. 

The state railways, however, in Germany are practically all under 
the same method of control, with variations in the title of the officials 
or office at the head. The official head of the Prussian state railways 
is the minister of public works. In him is vested large powers of 
administration, and he has wide authority in supervising the ex¬ 
penditures of the amounts appropriated by the Parliament. In 
addition there are also various supervisory authorities. 

The upper house of Parliament (Bundesrath) is the authority 
responsible for the regulations in connection with the transport 
of passenger and freight traffic and the regulations dealing with 
the construction and working of the railways. The executive office 
of the Bundesrath is the imperial railway department (Reichs- 
Eisenbahn Amt), which consists of a president and a requisite 
number of members, the seat being in Berlin Its duties are to exer¬ 
cise supervision over railway matters; to see that the provisions of 
the constitution of the German Empire as well as all other laws 
and constitutional enactments pertaining to railways are enforced, 
and, after obtaining information from the various railway admin¬ 
istrations, or by personal inquiry, to take the necessary measures 
to remedy any defects or abuses occurring in the railway systems. 
This office also prepares questions for the consideration of the 
Bundesrath in so far as they relate to railway matters. 

For the elaboration of the traffic regulations in detail form for 
the guidance of officers and employees there is the German Railroad 
Traffic Association (Deutscher Eisenbahn Verkehrs Yerband). Al¬ 
though the activity of this association is chiefly confined to internal 
railway matters, it also deals with the regulations for the dispatch 
of freight and the regulations for the conveyance of articles. There 
are 79 ordinary amd 15 extraordinary members of the association, the 
membership consisting of the various railway managements in Prussia 
and of private and other state railways in Germany. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 9 

For the regulations regarding the tariffs of freight rates there is 
the “ General Conference,” composed of all of the railways of the 
German Empire, convened by the Prussian minister of public works, 
meetings being held as a rule once a year. The following come within 
the province of the conference: The general supplementary traffic 
regulations, the general tariff regulations, freight classification, and 
subsidiary charges. 

The number of votes to which each railway represented in the 
conference is entitled is as follows: Up to 50 kilometers (31 miles), 
1 vote; above 50 and up to 150 kilometers (93.2 miles), 2 votes; 
above 150 and up to 300 kilometers (186.4 miles), 3 votes; above 300 
and up to 500 kilometers (310.7 miles), 4 votes; and for every addi¬ 
tional 200 kilometers (124.3 miles), 1 vote more. 

The decisions of the conference are binding if they are passed 
unanimously, otherwise they become effective if within the space of 
four weeks they have not been negatived by such a number of railway 
managements as represent at least one-fifth of the entire voting 
power of the conference. The approved decisions must be carried 
out by all the railways belonging to the conference on an appointed 
date, usually on the 1st day of April following the meeting of the 
general conference. 

For the preparation of the business of the general conference there 
exists a permanent tariff commission, which on April 1, 1908, con¬ 
sisted of representatives from 14 of the leading railway boards. 
Forming a part of the permanent commission is a traders’ committee, 
representing the interests largely dependent upon railway transpor¬ 
tation. Its membership consists of five representatives of agriculture 
elected by the combined chambers of agriculture, five representatives 
of manufacturing interests, five representatives of commerce elected 
by the combined chambers of commerce and industry, and one mem¬ 
ber appointed by the Bavarian Government. 

The following are the matters which may be referred to the tariff 
commission by any railway affiliated with the general conference or 
by the traders’ committee: The general supplementary traffic regu¬ 
lations, the general tariff regulations, and freight classification. 

The discussions take place in meetings of both the tariff commis¬ 
sion and the traders’ committee. Matters belonging to passengers 
and baggage are dealt with by the tariff commission alone. Meetings 
are held in February, June, and September. Reports of the meetings 
containing the decisions arrived at, excepting those relating to pas¬ 
sengers and baggage, are submitted to the railways forming the 
general conference and to each member of the traders’ committee 
and his deputy. A quorum consists of at least 10 of the representa¬ 
tives of the railways and 7 of the traders. Resolutions are passed 
by the majority of the votes. 

* There is also the Association of German Railway Administrations 
(Yerein Deutscher Eisenbahn Verwaltungen), which comprises the 
majority of railways in Germany, Holland, Luxemburg, and Rou- 
mania. The administration of the Austrian-Hungarian, of two of 
the larger Russian railroads, and of one small Belgian railroad are 
also members of this association. Its authority deals principally 
with the working regulations for the interchange of traffic between 


10 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


the various railways concerned; that is, regulations as to the convey¬ 
ance of passengers and freight and the mutual obligations and duties 
of railways and the persons making use of the same, car demur¬ 
rage, etc. 

For the general consideration of questions regarding the railway 
tariffs, with the exception of the classification of freight, advisory 
councils, called district advisory councils, assist the different railway 
managements. There is also a general advisory council for the 
assistance of the minister of public works. 

In Prussia all the members of the district advisory councils and 
three-quarters of the members of the general council are chosen 
voluntarily, the remainder being nominated by the minister. The 
members of the councils are also chosen independently in Oldenburg, 
Wiirttemberg, and Hesse. In Baden and Saxony, in addition to the 
members elected voluntarily, the minister also appoints a certain 
minority. In Bavaria all the members are appointed by the crown 
on the recommendation of the various economic bodies. 

In Prussia the councils differ from those of other States in certain 
important points, in that they are created by act of Parliament, 
whereas elsewhere they are appointed by the Crown or the chief min¬ 
ister, and in Prussia there are two distinct bodies, the councils for the 
district managements and the general council to assist the minister, 
whereas in other States there is only a single council for the central 
administration. 

In Prussia the district councils are composed of representatives of 
commerce, industry, agriculture and forestry. The members, as also 
their deputies in case of members being prevented from attending, 
shall be elected for three years by the chambers of commerce, mer¬ 
chants’ associations, agricultural provincial unions, and other asso¬ 
ciations and unions of commerce and trade, and of agriculture and 
forestry to be designated by the ministers of public works. The num¬ 
ber of members and deputies, as also their proportionate distribution 
among the various interested bodies, shall be decided by the above- 
mentioned ministers. 

The general advisory council shall consist of a president and his 
deputy, nominated by the King for three years; three members and 
deputies appointed by the minister of agriculture and forestry; 
three members appointed by the minister of commerce and trade; 
two members appointed by the minister of finance; two members 
appointed by the minister of public works; one member for the gov¬ 
ernment districts of Cassel and Wiesbaden; one member for each of 
the cities of Berlin and Frankfort on the Main; two members for each 
of the provinces of East Prussia, West Prussia, Pommerania, Branden¬ 
burg, Schleswig-Holstein, Hanover; three members for each of 
the provinces of Silesia, Saxony, Westphalia, and the Bhineland, 
and a like number of deputies. 

As regards non-Prussian States of the Empire whose territory is 
crossed or surrounded by the Prussian-Hessian state railways to any 
great extent, representatives of commerce, industry, agriculture, and 
forestry may be admitted if their respective associations express a 
desire to this effect and the sanction of their respective governments 
is obtained. They are elected by the district advisory councils for a 
period of three years. Special experts may be called in to give in- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 11 

formation on certain matters at the discretion of the minister of 
public works. 

The councils are only advisory in the true sense of the word, hav¬ 
ing no authority whatever over the railway administrations, although 
the latter prepare all the data necessary for the discussion of the 
questions brought before the district councils. The secretary of 
the council is a railway official and the chairman is the president 
of the state railway management concerned, but he and any other 
railway officials attending the meetings as experts have no vote. 

The matters brought before the general advisory council are of 
the same general character as those handled by the district councils, 
but of greater national importance. 

The councils, after investigation and discussion of the various 
questions, can only submit their recommendations to the proper 
officials. 


TARIFF RATES. 

Railroad freight rates in Germany are based on a scheme of kilo- 
metric rates for different classifications of goods and for fast and 
slow services, varying it may be in different States slightly in amount, 
but not in principle. 

In the following table is indicated the basis on which the rates 
for the general freight traffic of the Prussian railway systems are 
calculated. The freight is divided into nine general classes. For each 
class there is a distinct rate per ton per kilometer (0.621 mile), di¬ 
minishing in some classes with the increase of the distance. For each 
class there is a distinct rate for terminal charges, for distances ex¬ 
ceeding 100 kilometers (62.1 miles), materially lessened for distances 
under 100 kilometers. With slight unimportant changes the same 
basis is used by the other States. 


Normal tariff rates. 


Distance. 

Not in carloads. 

Fast freight. 

General freight. 

Special tariff for 
certain specified 
goods. 

Rate per 
(metric) 
ton-kilo¬ 
meter. 

Rate per 
(short) 
ton-mile. 

Rate per 
(metric) 
ton-kilo¬ 
meter. 

Rate per 
(short) 
ton-mile. 

Rate per 
(metric) 
ton-kilo¬ 
meter. 

Rate per 
(short) 
ton-mile. 

Less than 50 Tfi 1 ompt^rs (31 mil^-s) 

P/9S. 

22 

20 

18 

16 

14 

12 

Cts. 

7.6 

6.9 

6.2 

5.5 

4.8 

4.2 

p/,> ii 
10 

9 

8 

7 

6 

Cts. 

3.8 
3.5 j 

3.1 

2.8 
2.4 

2.1 

Pfgs. 

as. 

51-200 kilometers (124 miles) 



201—300 kilometers (186 m i 1 ps) 



301—400 kilometers (249 miles) 



401-500 kilometers (311 miles) 



Over 500 kilometers (311 miles) 



For all distances. 

!8 

12.8 

Terminal charges for each fa metric ton or 
fraction of same, in pfennigs: 

1—10 kilometers (6 2 miles) 

20 

22 

24 

26 

28 

30 

32 

34 

36 

38 

40 


10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 


11—20 kilometers (12 4 m i 1 as ) 





91—30 Irilrvmptprc (18 6 milp<5) 





31—40 kilrvmpters (94 Q milpsl 





41—50 kilometers (31 1 miles) 





51-80 kilometers (37 miles) 





01—70 kilometers f43 milesl 





71—£0 kilometers (4Q miles) 





I L Ov AllulUOl/viO \ jo iiuiooy .. .......... 

ci_QO kilometers (58 Times) 





Ol i/U MiumciDi o v * j\j ijuioo y. ........... 

Q1—100 kilometers ((>2 miles 1 





a! i Uv iviiumctcixo iiAiivoy ........... 

Over mo kilometers 











1 The rate for general freight is applicable for distances greater than 726 kilometers (456 miles). 





























































12 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


Normal tariff rates —Continued. 


Distance. 

Carloads. 

Special tariffs. 

Al. 

B. 

A2. 

I. 

II. 

III. 

For all distances. 

1 100 kilometers ((\9, 1 -miles) 

Pfgs. 

6.7 

CtsA 

2.3 

Pfgs. 

6 

CIS. i 
2.1 

Pfgs. 

5 

Cts. 

1.7 

Pfgs. 

4.5 

Cts .i 
1.6 

Pfgs. 

3.5 

Cts . 1 
1.2 

Pfgs. 

2.6 

2.2 

6 

9 

12 

CtsJ 

0.9 

.76 

Over 100 kilometers 











Terminal charges for each A metric ton 
or fraction of same, in pfennigs: 

I- 10 kilometers (6.2 miles). 

II- 20 kilometers (12.4 miles). 

21-SO kilometers (l8.fi miles) 



8 

9 

10 

11 

12 

12 

12 

12 

12 

12 

12 

: 

6 

9 

12 


6 

9 

12 


6 

9 

12 


31-40 kilometers (24.9 miles). 

41-50 kilometers (31.1 miles). 

51-60 kilometers (37 miles). 

61-70 kilometers (43 miles). 

71-80 kilometers (49 miles) 







81-90 kilometers (56 miles). 

91-100 kilometers (62 miles). 

Over 100 kilometers 
















i Rate per short ton-mile. 


The application of the above table is readily seen from a few ex¬ 
amples. It is required to establish the rate for 100 kilograms of gen¬ 
eral freight from Berlin to Chemnitz, a distance of 220 kilometers 
(136.4 miles). 

For the first 50 kilometers the rate in the table is 11 pfennigs per 
ton-kilometer. For the next 150 kilometers it is 10 pfennigs. For 
the remaining 20 kilometers it is 9 pfennigs. 

The calculation is as follows: One hundred kilograms equals one- 
tenth of a ton, and the rates in column “ General freight ” are hence 
to be divided by ten. 

Marks. 


Transport, 50 by 1.1_ 0. 55 

Transport, 150 by 1_ 1. 50 

Transport. 20 by 0.9_ . 18 

Terminal charge, 100 kilometers_ . 20 


Total_ 2.43 


Again, the rate is required for 15 tons of freight falling under the 
Class III of Special Tariffs, from Berlin to Chemnitz. The rate is 
2.2 pfennigs per ton-kilometer, or— 

Marks. 


Transport, 2.2 by 220 by 15-72. 60 

Terminal charges, 15 by 10 by 12-18. 00 

Total_90.60 


In order to save calculations such as the above, a table has been 
compiled called the “Allgemeine Kilometer Tariftabelle,” giving the 
total freight rate, including transport and terminal charges, for each 
class of freight for all distances from 1 to 1,600 kilometers. 

The following abridgment of the table in question affords a fair 
view of its essential features. The various rates are given for each 
even hundred kilometers, and also for each 10 kilometers of the first 
100 kilometers. The rates are in marks per metrical ton for the 
kilometer distances. In the final column the rates for general freight 
not in full carloads are also given in terms of dollars per short ton 
of 2,000 pounds per mile for the purpose of affording an easy com¬ 
parison with current American freight rates. 


























































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 13 

It might be noted that any rate in the following table can be 
transformed into dollars per short ton-mile if the amount be divided 
by the distance in kilometers and multiplied by the factor 0.347. 


General tariff for freight transported throughout Germany. 


[Rates per metric ton of 2,204.62 pounds for the following distances, inclusive of terminal charges.] 


Kilo¬ 
meters. 1 

Fast 

freight. 

General 

freight. 

Special 
tariff for 
certain 
specified 
goods. 

Special tariffs. 

Freight 
per ton- 
mile 
(short 
tons). 

Al. 

B. 

A2. 

I. 

II. 

III. 


Marks. 

Marks. 

Marks. 

Marks. 

Marks. 

Marks. 

Marks. 

Marks. 

Marks. 


10. 

4.2 

2.1 

1.8 

1.7 

1.4 

1.1 

1.1 

1.0 

0.9 

$0.0729 

20. 

6.6 

3.3 

2.7 

2.4 

2.1 

1.6 

1.5 

1.3 

1.1 

.0572 

30. 

9.0 

4.5 

3.6 

3.2 

2.8 

2.1 

2.0 

1.7 

1.4 

.0520 

40. 

11.4 

5.7 

4.5 

4.0 

3.5 

2.6 

2.4 

2.0 

1.6 

.0485 

60. 

13.8 

6.9 

5.4 

4.8 

4.2 

3.1 

2.9 

2.4 

1.9 

.0478 

60. 

16.0 

8.0 

6.3 

5.5 

4.8 

3.9 

3.6 

3.0 

2.5 

.0461 

70. 

18.2 

9.1 

7.2 

6.3 

5.4 

4.4 

4.1 

3.4 

2.7 

.0451 

80. 

20.4 

10.2 

8.1 

7.1 

6.0 

4.9 

4.5 

3.7 

3.0 

.0441 

90. 

22.6 

11.3 

9.0 

7.8 

6.6 

5.4 

5.0 

4.1 

3.2 

.0434 

100. 

24.8 

12.4 

9.9 

8.6 

7.2 

5.9 

5.4 

4.4 

3.4 

.0428 

200. 

45.0 

22.5 

18.0 

15.4 

13.2 

11.2 

10.2 

8.2 

5.6 

.0390 

300. 

63.0 

31.5 

26.0 

22.1 

19.2 

16.2 

14.7 

11.7 

7.8 

.0364 

400. 

79.0 

39.5 

34.0 

28.8 

25.2 

21.2 

19.2 

15.2 

10.0 

.0342 

500. 

93.0 

40.5 

42.0 

35.5 

31.2 

26.2 

23.7 

18.7 

12.2 

.0318 

600. 

105.0 

52.5 

50.0 

42.2 

37.2 

31.2 

28.2 

22.2 

14.4 

.0304 

700. 

117.0 

58.5 

58.0 

48.9 

43.2 

36.2 

32.7 

25.7 

16.6 

.0290 

800. 

129.0 

64.5 

64.5 

55.6 

49.2 

41.2 

37.2 

29.2 

18.8 

.0280 

900. 

141.0 

70.5 

70.5 

62.3 

55.2 

46.2 

41.7 

32.7 

21.0 

.0272 

1,000. 

153.0 

76.5 

76.5 

69.0 

61.2 

51.2 

46.2 

36.2 

23.2 

.0265 

1,100. 

165.0 

82.5 

82.5 

75.7 

67.2 

56.2 

50.7 

39.7 

25.4 

.0260 

1,200. 

177.0 

88.5 

88.5 

82.4 

73.2 

61.2 

55.2 

43.2 

27.6 

.0256 

1,300. 

189.0 

94.5 

94.5 

89.1 

79.2 

66.2 

59.7 

46.7 

29.8 

.0252 

1,400. 

201.0 

100.5 

100.5 

95.8 

85.2 

71.2 

64.2 

50.2 

32.0 

.0249 

1,500. 

213.0 

106.5 

106.5 

102.5 

91.2 

76.2 

68.7 

53.7 

34.2 

.0246 

1,600. 

225.0 

112.5 

112.5 

109.2 

97.2 

81.2 

73.2 

57.2 

36.4 

.0244 


11 kilometer = 0.621 mile. 


In the above table there are two general categories depending upon 
whether or not goods are despatched in complete carloads. The 
freight is classed under nine different heads: 


I. SHIPMENTS NOT MADE IN CARLOADS. 

1. Fast freight .—This class includes articles sent at the discretion 
of the railway authorities either by regular, passenger, or by fast- 
freight trains. The rates are double those charged for ordinary 
freight. When freight is sent in complete carloads it pays double 
the rate prescribed for complete carloads of the classes A1 and B. 

Special fast freight pays double the regular rates of fast freight 
in less than carload lots and the quadruple of the rates classed A1 
and B for carloads. It is forwarded by the first train available and 
has preference over all other freight. 

2. General freight .—In this class falls the great bulk of the freight 
not delivered in carloads by the consignor. Very light and volumin¬ 
ous goods, such as furniture, baskets, feathers, barrels, trees and 
shrubs, unbaled hay, hops, straw, wool and bark are charged 50 per 
cent above the regular rate. 

In most German cities much of the merchandise which would be 
naturally included in this class is now actually despatched under 
the lower tariff for carloads. A shipper sending a few packages to 













































14 KAIL WAY FREIGHT RATES AND INLAND WATERWAYS OE GERMANY. 

any important city, unless the case is urgent, delivers them to a 
general forwarding agent, who collects from various firms enough 
freight destined to the point in question, so that he can despatch an 
entire carload at frequent intervals, and his customers can profit 
by the lower rate. 

There exist also lists of specified articles which are forwarded by 
fast freight at slow-freight rates, whether the goods are consigned 
in carload lots or in less quantities. These are for the most part 
perishabJe wares, such as bees, certain kind of vegetables, butter, 
fish of various descriptions, shellfish, milk and cream, fresh berries, 
grapes, etc. 

3. Special freight .—Articles in this class are carried at a reduced 
rate, as is shown in the table. It includes goods of low value, such 
as bicycles, motor cycles, fertilizers, forage and other food for ani¬ 
mals, grain of all descriptions, clover, machinery and agricultural 
implements, metals and metal wares, scrap metal, oil cake, mineral 
salts, drainpipes, peat, etc. The low rate of the tariff for this class 
becomes equal to that for ordinary freight for distances greater than 
726 kilometers (456 miles). 

If any of the specified articles enumerated above are entered with 
other articles on a fast-freight waybill, the whole consignment will 
be charged at the fast-freight rate unless, the weights being entered 
separately, it is found that it would be cheaper to charge freight 
separately. 

In the case of consignments of fast freight in less than carload lots 
such separate calculation will only be made if the goods of the special 
tariff for specified goods and the other goods are delivered in separate 
packing. 

II. SHIPMENTS IN COMPLETE CARLOADS. 

When goods are shipped with a minimum weight of 5 or 10 metric 
tons per car the following tariff rates for complete carloads become 
operative: 

4. (Al) General freight in carloads of from 5 to 10 tons. 

5. (B) General freight in carloads of 10 tons or more. These 
two classes include all freight not provided for in special tariffs. 

6. (A2) The rates of this tariff apply to freight listed in Special 
Tariffs I and II, but shipped in quantities of less than 10 metric tons 
and over 5 tons. The rate for 5-ton consignments of such goods as 
are included in Special Tariff III is the 10-ton rate for Special 
Tariff II. 

7. Special Tariff /.—This comprises raw cotton, iron and steel 
wares of all descriptions, asbestos, lead, raw skins and hides, glass, 
chalk, dyewoods, grain, certain kinds of ^ood, wood wares, seeds, 
malt, flour, paper, waste woolen products, and some other similar 
articles shipped in carloads of at least 10 tons. 

8. Special Tariff II .—In this class are found asphalt, flax, hemp, 
wood, hops, cut stone, bone black, earthenware, sawdust, paper (for 
export) and the like, wood from middle Europe, structural iron and 
iron pipe, minimum weight 10 tons. This tariff also includes all 
goods listed under Special Tariff III shipped in quantities of from 
5 to 10 tons. 


KAILWAY FREIGHT KATES AND INLAND WATERWAYS OF GERMANY. 15 


9. Special Tariff III ,—This applies to waste cotton products for 
the manufacture of paper, etc., waste woolen products for the manu¬ 
facture of pasteboard wares, waste coal-tar products, waste tin 
products, waste products containing iron oxide and other metallic 
oxides, such as aniline oil, etc., trees and shrubs, bark,.pig iron, ores, 
earths, potatoes, railway ties, bones, rags, heavy oils, oil cake, wood 
and coal, hay, hats, timber from middle Europe, minimum weight 
10 tons. 

As a rule German freight cars have a carrying capacity of 10, 12J, 
and 15 tons. There are also specially constructed cars which are 
used for special kinds of freight, among which are the ore cars, which 
have a capacity of 40 tons. 

Ordinary freight cars have a floor space of from 15 to 18 square 
meters (161.4 to 193.7 square feet) ; there are also those having a 
floor space of from 21 to 25 square meters (226 to 269 square feet), 
which can be obtained upon special request. 

The calculation of freight for carloads is based on a minimum 
weight of 10 tons and 5 tons, as the case may be, for each car used 
even though the actual weight be less than 10 tons and 5 tons re¬ 
spectively. For shipments of less than 10 tons but more than 5 tons, 
freight will be calculated on the actual weight at the five-ton rate 
or on 10 tons at the rate for that class for each car used, whichever 
calculation works out the cheaper. 

If for one waybilled shipment, piece goods and carload rates are 
calculated separately, the piece-goods rates must be calculated on a 
minimum weight of 10 kilograms (22 pounds). In other respects 
the regulation relating to carloads are applicable. The railway ad¬ 
ministration has the right to utilize any space in the car if such space 
has not been used to full advantage by the shipper, or if the loading 
weight has not been exceeded. 

Casks, vats, barrels, metal casks, metal cylinders (for the convey¬ 
ance of spirits, chemicals, oil, varnishes), tin boxes, metal cake boxes, 
bottles, jugs, boxes, straws, etc., for packing, sacks, etc., when shipped 
as piece goods, freight on half the actual weight will be calculated in 
accordance with the bases of the general piece-goods class with a 
minimum as for 20 kilos (44 pounds), unless in the case of empties 
used when filled for the transportation of articles coming under the 
category of the special tariffs for specified piece goods, freight cal¬ 
culated on the full weight in accordance with the bases for this tariff 
is cheaper. 

EXCEPTIONAL TARIFFS. 

The above classes do not include all current rates. There are other 
exceptional tariffs (Ausnahme tarife) which vary considerably both 
as regards the kilometric rate and the terminal charges. These rates 
are especially low to further important economic interests affecting 
sometimes the Empire at large, but more frequently individual States 
and sections. 

The objects, as publicly announced, in forming such exceptional 
tariffs, were: # 

1. The advancement of the internal industrial and agricultural 
production by cheapening the cost of raw materials or needed equip¬ 
ments. 

2. To facilitate the export of German wares. 


16 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

3. To support the trade of German commercial centers, and more 
especially the seaports, against foreign competition. 

4. To favor German railway lines against the competition of for¬ 
eign railroads and also of foreign waterways. 

The exceptional tariffs are in the main based on political or na¬ 
tional considerations, and in practice are only granted when by so 
doing there is no danger of injury being caused to internal economic 
interests or when this concession would appear to be rendered neces¬ 
sary by such important considerations as those above mentioned. 

At the present time there are 27 classes of exceptional tariffs in 
force, most of which have subdivisions. There are also 31 classes of 
seaport exceptional tariffs to encourage the export trade. 

For example, exceptional rates have been granted by the Prussian 
State railways for the conveyance of grain traffic from Russia to 
over-sea countries (Sweden, Norway, England, etc.) and the rate 
per ton-kilometer from the frontier to the German harbors Konigs- 
berg, Danzig, etc., is lower than the rate for German grain between 
the same points. The rate per ton-kilometer from the frontier to 
Konigsberg is 2.5 pfennigs (0.595 cent) including half the terminal 
charge as against 4 pfennigs (0.952 cent) for local grain between the 
same points. A special tariff is granted for the grain traffic from 
Hungary to England; for grain intended for export via Hamburg 
a special rate is given from the frontier to Hamburg, which is less 
by 115 marks ($27.37) for carloads of 10 tons than the local rate 
between the same points, 353 marks ($84.01) as against 468 marks 
($111.38). These reduced rates have been instituted owing to the 
competition of the Belgian, Dutch, and French harbors and the 
Rhine shipping trade and by the Adriatic harbors and the Elbe ship¬ 
ping trade as regards Austria. 

For minerals, petroleum, naphtha from the North Sea harbors and 
Liibeck, Stettin, and Swinemunde to South West Germany, Bavaria, 
Switzerland, Austria-Hungary, and vice versa direct preferential 
rates have been introduced by w T hich the rate per ton-kilometer for 
the Prussian State Railway section, varies for carloads of Class 
B from 4 pfennigs (0.95 cent) to 2.2 pfennigs (0.52 cent) as against 
6 pfennigs (1.428 cents) for the local traffic between the same points. 

From Sosnowice in Russian Poland to Bavaria, Saxony, and Prus¬ 
sian stations there is a reduced rate for lubricating oil varying from 
5.28 pfennigs (1.257 cents) to 1.88 pfennigs (0.45 cent) per ton- 
kilometer against an ordinary rate of 6 pfennigs (1.428 cents) per ton- 
kilometer, with terminal charges in both cases of 60 pfennigs (14.28 
cents) in competition with the rates of other than German railways. 1 

There are numerous other exceptional tariffs, probably the most 
comprehensive being that for raw materials (exceptional tariff 2) 
with 10 subdivisions. It is based on a kilometric rate of 2.2 pfennigs 
(0.524 cent) per ton up to a distance of 350 kilometers (217.5 miles) 
and 1.4 pfennig (0.333 cent) per ton beyond, plus terminal charges 
of 0.70 mark per ton (16.66 cents). 

As indicating the extent to which the exceptional rates are utilized 
in Germany, in the following statement is shown the freight traffic 
on the great Prussian railway system in metric tons during certain 


1 Report of the Board of Trade Conference (Wyman & Sons, London). 



KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 17 


3 7 ears, and the percentage of the traffic conveyed at normal and at 
exceptional rates. 

Freight traffic on the Prussian State railways. 


Year. 

Total tons. 

Percentage 
conveyed at 
normal 
rates. 

Percentage 
conveyed at 
exceptional 
rates. 

1882. 

105,036,517 
86,406,992 
118,907,870 

1 146,653,849 
| 205,682,212 

1 283,288,622 

40.9 
38.7 
53.2 
54.33 
35. 73 
35.68 

59.1 

61.3 

46.8 

45.67 

64. 27 

64.32 

1885. 

1890. 

1895. 

1900. 

1906. 


By an inspection of the above figures it will be seen that in 1906 
over 64 per cent of the merchandise carried by the Prussian rail¬ 
ways came under the exceptional rates. On the Bavarian lines dur¬ 
ing the same period the percentage of the traffic under exceptional 
rates was 56.7. 

The exceptional tariffs are complicated and form the principal 
difficulty of the German freight tariff. It is estimated that there are 
about 1,000 books published giving the freight rates of the different 
railway systems. To determine the cheapest rate of transportation in 
many cases requires the service of an expert, especially when the 
merchandise may be included under one or more of the exceptional 
tariffs. 

All of the rates given in this report, unless specially mentioned 
otherwise, include the terminal charges, that is the charges for plac¬ 
ing the cars at the freight stations at the disposition of the shippers 
or consignees for loading or unloading the goods. 

Ordinarily loading and unloading is done by or at the cost of ship¬ 
per and consignee, respectively, with the exception of piece goods or 
small consignments, which are handled by the railway companies. 
If by request the railway employees undertake the loading or un¬ 
loading the charges are as follows: 

Loading or unloading ordinary merchandise, per 100 kilos (220.46 
pounds), 4 pfennigs (0.95 cent). Loading or unloading grain, 
podded grains, bran, malt, and oil seeds in bulk, 6 pfennigs (1.43 
cents). For use of crane, in addition to loading charges, 3 pfennigs 
(0.71 cent). Minimum crane charge, 0.50 marks (11.9 cents). Maxi¬ 
mum charge per car, 2 marks (47.6 cents). For shifting crane from 
one station to another, 3 marks (71.4 cents). 

In addition to the above there are other fees exacted by the rail¬ 
ways of Germany, of which the following are examples: 


-J Marks. 

Freight bills to be filled out by the shipper, each- 0. 01 (0.24c.) 

Freight bills in quantities of 100- . 75 (17. 85c.) 

International freight bills, each- .02 (0.48c.) 

International freight bills, in quantities of 100- 1.50 (35.7c.) 

Freight bills printed specially with shipper’s name, 1,000- 8.00 ($1.90) 

International freight bills printed specially with shipper’s 

name, 1,000 _16.00 ($3.81) 

Freight bills printed with shipper’s name on margin, 1,000- 8. 50 ($2. 02) 

International freight bills printed with shipper’s name on 
margin, 1,000 - 17.00 ($4.04) 


65734—11-2 


























18 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY 7 . 

Marks. 

Customhouse declaration and tax statements, on sheet- 0.03 (0. Tic.) 

Customhouse declaration and tax statements, one-half sheet— .01 (0.24c.) 

Customhouse declaration and tax statements, 100 full sheets. 2.40 (57.1c.) 
Customhouse declaration and tax statements, 100 one-half 

sheets_ • 70 (70. 7c.) 

Statistical report declarations, single- .01 (0.24c.) 

Statistical report declarations, 100- .80 (19. 0c.) 

Statistical report hy forwarder of foreign goods, single- .02 (0.48c.) 

Statistical report by forwarder of foreign goods, 100- 1. 80 (42. 8c.) 

For filling out Nos. 1, 2, 5, and 6 as above, each_ .10 (2. 4c.) 

For filling out duplicates_ .10 (2.4c.) 

For filling out receipts for goods- .10 (2.4c.) 

For government stamp on freight bills, per 100_ . 10 (2.4c.) 

For government stamp on international freight bills, per 100_ .20 (4. 8c.) 

Weighing fees. 

For piece of package for 100 kilograms (220 pounds)_ .05 (1. 2c.) 

For carload quantities, per 100 kilograms_ .04 (0.95c.) 

For weighing carloads at one time_ 1. 00 (23. 8c.) 

Counting fees. 

For counting pieces or packages, per 20 packages_ .10 (2.4c.) 

Minimum charge on one freight bill_ .20 (4.8c.) 

Maximum charge on one freight bill_ 3.00 (71.4c.) 

For carloads up o 20 pieces_ .10 (2.4c.) 

Minimum per car_ 1.00 (23.8c.) 

Maximum per car_ 3. 00 (71.4c.) 

Warehouse charges. 

In covered rooms, 24 hours per 100 kilograms_ .10 (2.4c.) 

In open spaces, 24 hours per 100 kilograms_' .04 (0.95c.) 

For each square meter, 10 days or less_ .02 (0. 48c.) 

For demurrage, per car ,each 24 hours after first day_ 2. 00 (47. 6c.) 

For demurrage, per car, each 24 hours after second day_ 3. 00 (71. 4c.) 

For demurrage, per car, each 24 hours after third day__ 4. 00 (95. 2c.) 

Holidays not counted. 

For countermanding order, per car, 2 marks (47.6 cents). 

Customhouse charges. 

For switching cars to customhouses, per 100 kilograms_ .04 (0.95c.) 

Maximum per car_ . 50 (11. 9c.) 

Switching and weighing 100 kilograms or less_ .10 (2.4c.) 

Maximum per car_ 6. 00 ($1.43) 

Weighing car on track scales_ 1.50 (35. 7c.) 

For unloading or loading carloads_ 6. 00 ($1.43) 

For unloading or loading without reweigliing, per 100 kilo¬ 
grams - .04 (0.95c.) 

Maximum per car__ 4. 50 ($1. 07) 

Opening and closing packages for inspection, each_ .10 (2.4c.) 

Opening and closing packages and repacking_ .30 (7.1c.) 

For covering dutiable goods with canvas, carload_ .50 (11.9c.) 

For covering and plumbing each package_ .20 (4.8c.) 

For roping and plumbing with lead, each package_ .50 (11.9c.) 

For hoops, iron bands, and nailing each piece_ .10 (2.4c.) 

For roping canvas covers to cars, per meter, rope_ .02 (0.48c.) 

For sealing with lead seals, per car_ .75 (17.8c.) 

For stamping each piece of iron or wood_ .02 (0.48c.) 

* Minimum charge- 1.00 (23. 8c.) 

For stamping each sack_ .01 (0.24c.) 














































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 19 


Marks. 


For use of canvas covers, 100 kilometers (62 miles) per car, 

or less- 1.50 (35.7c.) 

For use of canvas covers, each additional cover_ . 50 (11. 9c.) 

Minimum charge per 100 kilometers (62 miles)_ 2.00 (47.6c.) 

Extra charge for use of covers after delivery, each 24 hours_ . 50 (11. 9c.) 

Disinfections, per car_ 1.00 (23. 8c.) 


The regulations governing the traffic on the German railways are 
given in “ Deutscher Eisenbahn Giitertariff, Teil I, Abteilung A,” 
with its supplement. The “ Deutscher Eisenbahn Giitertariff, Teil I, 
Abteilung B,” contains the classification of merchandise, supple¬ 
mentary charges, etc. 


Question I. —Coal Rates. 

Each state system of railways in Germany, such as the Prussian, 
Bavarian, Saxon, Wurtemburg, Baden, etc., has its own schedule of 
freight rates, but, as stated before, they differ slightly from each 
other. The rates given in the following schedules are those which, 
with a few modifications, prevail in the interstate traffic. 

In the general carload freight classification, coal is placed under 
Special Tariff III, the rates for which, as shown in the table of nor¬ 
mal rates, page 12, are 2.6 pfennigs (0.619 cent) per ton-kilometer 
for distances from 1 to 100 kilometers (0.62 to 62.1 miles), and 2.2 
pfennigs (0.524 cent) for distances over 100 kilometers, with ter¬ 
minal charges per ton as follows: Sixty pfennigs (14.28 cents) for 
distances up to and including 50 kilometers (31.05 miles), 90 pfen¬ 
nigs (21.42 cents) per ton, from 51 kilometers (31.7 miles) to 100 
kilometers, and 120 pfennigs (28.56 cents) for all distances over 100 
kilometers. 

The great bulk of the German coal traffic, however, is transported 
at exceptional rates; the principle ones are as follows: 

In the direct traffic on all the German railways, from the German 
coal-mining centers, except when other exceptional rates apply, coal 
may be shipped to all parts of the Empire under the exceptional tariff 
for raw materials (exceptional tariff 2). In carload lots of not less 
than 10 metric tons, the rates are as follows: Up to 350 kilometers 
(217.5 miles), 2.2 pfennigs (0.524 cent) per ton-kilometer; over 350 
kilometers, 1.4 pfennigs (0.333 cent) per ton-kilometer, with ter¬ 
minal charges of 70 pfennigs (16.66 cents) per ton. 

As an example, the rate from Herne, in the Westphalian coal dis¬ 
trict, to Munich, a distance of 688 kilometers (427.5 miles), is calcu¬ 
lated as follows: 

Pfennigs. 

350 by 2.2_ 770 

338 by 1.4_ 473. 2 

Terminal charge->- TO 

1, 313. 2 

Discarding the pfennigs less than 5, the rate is 1,310 pfennigs 
($3.12), as given in the “Allgemeine Kilometer-Tarifftabelle.” 

As illustrating the above exceptional rate, in the following table 
are shown the rates on coal in not less than 10-ton shipments from the 










20 KAIL WAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

principal German mining districts to 10 of the German cities, to¬ 
gether with the distances in kilometers and miles: 


Coal freight rates per metric ton ( 2,20J/.6 pounds ), in carload lots of not less 
than 10 tons, from various mines, with distances from the mines to the points 
named. 


To- 

From Herne, Westphalia. 

From Zwickau, Saxony. 

From Zabrorze, Silesia. 

Distance. 

Rate. 

Distance. 

Rate. 

Distance. 

Rate. 

Kilo¬ 

me¬ 

ters. 

Miles. 

Marks. 

Dol¬ 

lars. 

Kilo¬ 

me¬ 

ters. 

j Miles. 

Marks. 

Dol¬ 

lars. 

Kilo¬ 

me¬ 

ters. 

Miles. 

Marks. 

Dol¬ 

lars. 

Nuremberg. 

Wurzburg. 

Munich. 

Augsburg. 

Lindau. 

Passau. 

Regensburg.... 

Baireuth. 

Hof. 

Bamberg. 

514 

412 

688 

627 

694 

732 

615 

535 

561 

482 

319.38 
256.0 

427.5 

389.6 
431. 23 
454. 84 
382.14 
332.43 
348.59 
299.5 

10.70 

9.30 

13.10 
12.30 

13.20 
13. 70 

12.10 
11. 00 
11.40 

10.20 

2.55 
2.21 
3.12 
2.93 
3.14 
3. 26 
2.88 
2.62 
2.71 
2.43 

263 
319 : 
407 
410 1 
567 S 
387 I 
270 
171 | 
97 
219 

163.42 

198.22 

252.9 

254.76 
352.32 
240.47 

167.77 
106.25 

60. 27 
136.08 

6.50 
7. 70 
9.20 
9.20 
11.40 
8.90 
6.60 

4. 50 
2.80 

5. 50 

1.55 
1.83 
2.19 
2.19 
2.71 
2.12 
1.57 
1.07 
.67 
1.31 

752 

832 

833 
843 

1,007 

701 

702 
695 
661 
774 

467. 27 
516. 98 
517.6 
523. 81 
625. 72 
435. 58 
436.2 
431.85 
410. 73 
480. 94 

14.00 
15.10 

15.20 

15.30 
17.60 

13.30 
13. 30 

13.20 
12.80 

14.30 

3.33 
3.59 
3.62 
3. 64 
4.19 
3.17 
3.17 
3.14 
3. 05 
3. 40 


The longest distance which coal is hauled in Germany is probably 
from Herne, in Westphalia, to Bajohren, in the northeastern part of 
the Empire near Memel, 1,321 kilometers (821 miles). The freight 
per ton is 22 marks ($5.24). 

The exceptional rate on Lower Silesian coal to Berlin and suburbs 
is 1.96 pfennigs (0.466 cent) per ton-kilometer plus a terminal charge 
of 70 pfennigs (16.66 cents) per ton. 

The rate was established to place the Lower Silesian coal on a level 
with coal from Upper Silesia in the markets of Berlin and suburbs 
and is based on the average rate on shipments of coal from Upper 
Silesia. 

SILESIAN COAL. 


From the Upper Silesian coal mines to Danzig and its suburbs, 
and to Stettin and Swinemiinde, there is an exceptional tariff for 
coal, when shipped in lots of at least 45 tons, and intended for 
bunker purposes of seagoing steamers, not those engaged in the local 
traffic between the ports of East and West Prussia and Pomerania. 

The rate is 1.34 pfennigs (0.319 cent) per ton-ldlometer plus a 
terminal charge of 60 pfennigs (14.28 cents) per ton. For cars 
whose loading weight is more than 10 tons but less than 15 tons the 
freight is calculated on a weight of 10 tons. 

This tariff was made to enable Silesian coal to compete with foreign 
coal and to place it on a more equitable basis with Westphalian coal, 
as the latter may be transported cheaper by water via Rotterdam to 
Stettin and Swinemiinde than the Silesian coal. 

From the Upper and Lower Silesian coal mines to East and West 
Prussia and Hinter Pomerania, in shipments of 35 and 45 tons, 
or yearly shipments of 4,000 tons, the exceptional rate is 1.46 pfennigs 
(0.347 cent) per ton-ldlometer plus 60 pfennigs (14.28 cents) per ton 
terminal charges. 































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 21 

To Vor-Pomerania, Uckermark, and Mecklenburg the rate for 
Silesian coal is not to exceed 1.52 pfennigs (0.362 cent) per ton-kilo¬ 
meter with terminal charges of from 30 to 60 pfennigs (from 7.14 
to 14.28 cents) per ton. 

To East and West Prussia, north of the line Putzig-Danzig- 
Marienburg-Konigsberg-Insterburg-Goldap, the rate is up to 535 
kilometers (332.4 miles), 1.46 pfennigs (0.347 cent) per ton-kilometer; 
from 536 kilometers (333 miles) to 700 kilometers (436 miles), 1.44 
pfennig (0.343 cent) per ton-kilometer, and over 700 kilometers 
1.42 pfennigs (0.338 cent) per ton-kilometer, the terminal charges 
in each case being 60 pfennigs (14.28 cents) per ton. 

These rates were established to develop the sale of native coal in 
the localities mentioned in competition with coal from foreign 
countries, principally from Great Britain. 

The exceptional rate of coal from Lower Silesia to Dresden and 
points bej^ond is 2.1 pfennigs (0.5 cent) per ton-kilometer, with 
terminal charges of 30 pfennigs (7.14 cents) per ton. 

The concession granted for Silesian coal sent to Dresden and be¬ 
yond was for the purpose of enabling it to successfully compete with 
Bohemian brown coal and as a compensation for the reduced exports 
of the German coal to Russia. 

To increase the export of Silesian coal to Denmark (Seeland, 
Laaland, Falster) via Warnemunde, the rate for shipments of at 
least 45 tons is 1.34 pfennigs (0.319 cent) per ton-kilometer plus a 
terminal charge of 45 pfennigs (10.71 cents) per ton, inclusive of the 
charge of hauling the coal from the mines to the shipping station. 

WESTPHALIAN COAL. 

To facilitate the distribution of German coal through the Rhine 
ports of Duisburg, Hochfeld, and Ruhrort, a special rate is made on 
shipments from the Ruhr district to those localities. The basis of 
the rate is 2.5 pfennigs (0.595 cent) per ton-kilometer, plus a terminal 
charge of 90 pfennigs (21.42 cents) per ton, inclusive of the hauling 
charges from the mines to the shipping stations and the port charges. 
The above is the rate basis for 10 tons; for 12.5 tons, 15, and 20 tons 
the rate is lower—for instance, the freight charges from Herne on 
10 tons to Ruhrort, a distance of 34 kilometers (21.13 miles), is 
17.50 marks ($4.17), while the rate for 12.5 tons is 21 marks ($5), for 
15 tons 24.50 marks ($5.85), and for 20 tons 31.50 marks ($7.50). 

From the Ruhr district there is also an exceptional rate on coal 
shipped in lots of at least 45 tons, or 4,000 tons in one year, to the 
furnaces rolling mills, etc., of the Sieger, Lahn, and Dill districts. 

The basis of the rate is 1.4 pfennigs (0.333 cent) per ton-kilometer 
plus 60 pfennigs (14.28 cents) terminal charges. 

To the Georg-Marien furnaces and Osnabriick the rate is 1.5 pfen¬ 
nigs (0.357 cent) per ton-kilometer and to Vienenburg 1.6 pfennigs 
(0.38 cent), plus the same terminal charges as above. 

The rates were established to promote the iron-ore and steel indus¬ 
tries of the districts mentioned. 

The rates on coal from the Ruhr district to Schleswig-Holstein, 
Lubeck, Mecklenburg, Prignitz, and adjoining stations is according 
to the group tariffs of the dispatching stations. The rate is variable, 


22 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

depending upon the competition of English coal. At present it is 
about the same as the rate when the coal is shipped for export to the 
Elbe, Weser, and Ems ports in large shipments, as given below. 

The rate was made because the previous cost of transportation to the 
districts was so high that foreign coal had to be used, even by the 
military authorities of the Ninth Army Corps. 

The rate for the Ruhr coal, when exported to Denmark in lots of 
at least 45 tons, via Warnemunde is the same as for Silesian coal, 
namely, 1.34 pfennigs (0.319 cent) per ton-kilometer plus a terminal 
charge of 45 pfennigs (10.71 cents) per ton, inclusive of the charge 
of hauling the coal from the mines to the shipping stations. When 
sent via Bamdrup and Hvidding the rate is 1.32 pfennigs (0.314 
cent) plus the same terminal and hauling charges. 

When sent to the Elbe, Weser, and Ems ports, in lots of at least 
45 tons or for shipments of at least 4,000 tons in one year, Ruhr coal 
pays rates according to the group tariffs. The rates for export, for 
example, from Wanne to Hamburg are 1.40 pfennigs (0.333 cent) 
per ton-kilometer; to Bremen, 1.65 pfennigs (0.393 cent) ; to Bremer- 
haven and Geestemunde, 1.31 pfennigs (0.312 cent) ; and to Emden, 
1.28 pfennigs (0.307-cent), plus terminal charges in each case of 60 
pfennigs (14.28 cents) per ton and hauling charges from the mines 
to the shipping stations of 15 pfennigs (3.57 cents) per ton. 

These rates were established to increase the use of native coal in 
the North Sea ports and the adjacent country and to meet the compe¬ 
tition of English coal in the export trade. 

To Emden, Emden Outer Port, Leer, and Papenburg, in shipments 
of from 200 to 300 tons for export to European ports in the Mediter¬ 
ranean and Black Sea, the rate on Westphalian coal is on the aver¬ 
age 1.23 pfennigs (0.293 cent) per ton-kilometer plus terminal charges 
of 60 pfennigs (14.28 cents) and mine charges of 15 pfennigs (3.57 
cents) per ton. 

The rate was made to develop the export of German coal through 
the Ems ports instead of through foreign ports. 

For export of Westphalian coal to Holland the rate, when shipped 
in lots of 45 tons, or in a yearly quantity of 4,000 tons, to the ports 
and important adjacent stations, is from 2.19 to 1.79 pfennigs (0.521 
to 0.426 cent) per ton-kilometer, and if sent in special trains carrying 
from 200 to 300 tons the rate is from 1.87 to 1.52 pfennigs (0.445 
to 0.362 cent) per ton-kilometer plus a terminal charge in each case 
of 35 pfennigs (8.33 cents) per ton. 

The rate was established to increase the consumption of German 
coal in Holland. 

For export to Belgium the rate is 1.7 pfennigs (0.405 cent) per 
ton-kilometer when shipped in lots of at least 45 tons, or a yearly 
amount of 4,000 tons, and when shipped in special trains carrying 
from 200 to 300 tons the rate is from 1.73 to 1^7 pfennigs (0.412 to 
0.35 cent) per ton-kilometer, plus a terminal charge in each case of 
40 pfennigs (9.52 cents) per ton. The rate when shipped to the 
above ports and stations, if for local consumption and not for ex¬ 
port, is 1.9 pfennigs (0.452 cent) per ton-kilometer. 

The rate on Westphalian coking coal when shipped to the Franco- 
German frontier station of Fentsch, Noveant, and Amanweiler is as 
follows: To Fentsch, 2 pfennigs (0.476 cent) per ton-kilometer plus 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 23 

terminal charge of 60 pfennigs (14.28 cents) per ton; to Amanweiler, 
about 1.87 pfennigs (0.445 cent) per ton-kilometer, and terminal 
charges of 35 pfennigs (8.33 cents) per ton; and to Noveant, about 
1.77 pfennigs (0.421 cent) per ton-kilometer, with the same terminal 
charges as to Amanweiler. 

The rate was made to increase the consumption of German coking 
coal in the iron and steel districts of eastern France. 

The rate on coking coal and coke for the use of the furnaces in 
Alsace-Lorraine, Luxemburg and Saar districts from the Ruhr, Aix- 
la-Chapelle and Saar districts is as follows: 

From 80 to 350 kilometers (49.7 to 217.5 miles), 2.2 pfennigs (0.524 
cent) per ton-kilometer, with terminal charges as follows: 

From 80 to 200 kilometers (49.7 to 124.3 miles), 50 pfennigs (11.9 
cents) per ton. 

From 201 to 290 kilometers (124.9 to 180.2 miles), 40 pfennigs (9.52 
cents) per ton. 

From 291 to 350 kilometers (180.8 to 217.5 miles), 20 pfennigs (4.76 
cents) per ton. 

The rate increment over 350 kilometers is 1.4 pfennigs (0.333 cent) 
per ton-kilometer. The rate was established to enable the German 
coal to compete with foreign coal and coke in the Minette and Saar 
districts. 

The rate on coal from Gustavsburg, in the Hessian Province of 
Starkenburg to Aschaffenburg and stations of the Bavarian State 
Railway^ made to increase the traffic on the Prussian railway system, 
is 2.2 pfennigs (0.524 cent) per ton-kilometer plus terminal charges 
of 70 pfennigs (16.66 cents), 40 pfennigs (9.52 cents), and 36 pfen¬ 
nigs (8.57 cents), respectively. 

The rate for Belgian coal to Rheinland-Westphalia is 2.1 pfennigs 
(0.5 cent) per ton-kilometer plus a terminal charge of 40 pfennigs 
(9.52 cents) per ton. This rate was given to Belgian coal imported 
into Germany on account of the concessions granted by the Belgian 
Government on German coal imported into Belgium. 

The rate on coal shipped from stations on the lines of the Holland 
State Railway to the stations on the left bank of the Rhine (south¬ 
western district of the Prussian Railway system, including private 
connecting lines) is 2.2 pfennigs (0.524 cent) per ton-kilometer 
plus a terminal charge of 35 pfennigs (8.33 cents) per ton. 

LIGNITE (BRAUNKOHL). 

The freight rates for lignite are the same as those for coal when 
shipped from the German lignite mining centers to all parts of the 
Empire in direct traffic, except when other exceptional rates apply. 
As stated before, in carload lots of not less than 10 metric tons the 
rates are as follows: Up to 350 kilometers (217.5 miles), 2.2 pfennigs 
(0.524 cent) per ton-kilometer; over 350 kilometers, 1.4 pfennigs 
(0.333 cent) per ton-kilometer, with terminal charges of 70 pfennigs 
(16.66 cents) per ton. 

The rate on lignite from mines in the Provinces of Branden¬ 
burg, Posen, Saxony, and Silesia, as well as in Brunswick, Anhalt, 
and in the Kingdom of Saxony to Berlin and suburbs, is 2.2 pfennigs 
(0.524 cent) per ton-kilometer, with a terminal charge of 30 pfennigs 
(7.14 cents) per ton. 


24 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The rate was made to meet the competition of foreign lignite in 
the localities mentioned. 

For the most part the exceptional tariffs for coal shipped from 
the Ruhr district apply also to lignite. 

From the shipping stations of the mines in the Rhine district the 
freight rate on lignite sent to Holland in lots of at least 45 tons, or 
for shipments amounting in one year to at least 4,000 tons, is up to 
1.6 pfennigs (0.381 cent) per ton-kilometer, with a terminal charge 
of 30 pfennigs (7.14 cents) per ton. 

The rate for lignite shipped from middle Germany to Denmark is 
as follows: Via Warnemunde, 1.34 pfennigs (0.319 cent) per ton- 
kilo; via Bamdrup and Hvidding, 1.32 pfennigs (0.314 cent) per 
ton-kilo, with terminal charge in each case of 45 pfennigs (10.71 
cents) per ton. 

The above rates were established to increase the export trade in 
German lignite. 

REBATES. 

When coal is shipped under the exceptional rate, which requires 
that a stated amount shall be sent in one year, the fact is noted on 
the bill of lading, and the exceptional rate for smaller shipments is 
paid at the time when the coal is shipped. At the end of the year 
the difference between the higher rate and that for a prescribed 
yearly quantity is refunded to the shipper, if the conditions have 
been fulfilled, within three months after filing the claim for the 
rebate. 

As stated before, the terminal charges are for placing the cars 
at the freight stations at the disposition of the shippers or con¬ 
signees for loading or unloading the coal. If the loading or unload¬ 
ing is done by the railway company an extra charge is made, accord¬ 
ing to the tariff of subsidiary charges given on page 17. 

Coal is usually shipped in open cars built for the coal trade. They 
are of a capacity of 10, 25, 15, and 20 tons, and for the coke trade 
as high as 40 tons. 

Question II. —Iron Ore, Stone, Lumber. 

1. Iron ore. 

In the general classification of freight in carloads iron ore, the 
same as coal, is placed under Special Tariff III, the rates for which, 
as shown in the table of normal rates, page 12, are 2.6 pfennigs 
(0.619 cent) per ton-kilometer for distances from 1 to 100 kilometers 
(0.62 to 62.1 miles), and 2.2 pfennigs (0.524 cent) for distances over 
100 kilometers, with terminal charges per ton as follows: Sixty pfen¬ 
nigs (14.28 cents) for distances up to and including 50 kilometers 
(31.05 miles), 90 pfennigs (21.42 cents) from 51 to 100 kilometers 
(31.7 to 62.1 miles), and 120 pfennigs (28.56 cents) for all distances 
over 100 kilometers. 

The greater part of the German iron-ore traffic, however, is trans¬ 
ported at exceptional rates, the principal ones being as follows: 

In the direct traffic on German railways and on foreign railways 
which grant the same rates, except when" other exceptional rates a'p- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 25 

ply, iron ore may be shipped to all parts of the Empire under the 
exceptional tariff for raw materials (exceptional tariff 2). In car¬ 
load lots of not less than 10 metric tons the rates are as follows: Up 
to 350 kilometers (217.5 miles), 2.2 pfennigs (0.524 cent) per ton- 
kilometer; oyer 350 kilometers, 1.4 pfennigs (0.333 cent) per ton- 
kilometer, with terminal charges of TO pfennigs (16.66 cents) per 
ton. The rate for distances over 350 kilometers—450 kilometers, for 
instance—is calculated up to 350 kilometers at 2.2 pfennigs per ton, 
and for the distance over 350 kilometers, namely, 100 kilometers, at 
1.4 pfennigs per ton. 

In the local and exchange traffic of the Western State and Private 
Railways, the railways of southern Germany, Province of Saxony, 
Luxemburg, Belgium, France (Northern Railway), and Austria- 
Hungary, as well as from the ore mines of the middle and eastern 
Provinces to Silesian, Thuringian, and Harz furnaces, from Saxon 
stations to the Upper Silesian furnace districts, and between Saxon 
and Thuringian stations and from Breslau municipal harbors and 
Popelwitz (transfer station) to Upper Silesia, the rate on iron ore is 
as follows: Up to 50 kilometers (31.07 miles), 2 pfennigs (0.476 
cent) per ton-kilometer; over 50 kilometers, 1.8 pfennigs (0.428 cent) 
per ton-kilometer, with terminal charges of from 80 to 120 pfennigs 
(19.04 to 28.56 cents), the minimum rate being 2.2 pfennigs (0.524 
cent) per ton-ldlometer without terminal charge. 

From Vienna and Hungarian stations to upper Silesia and from 
Altwasser, Gottesberg, and Neurodc to Mahrisch-Ostrau and Trzy- 
metz the rate is 2.2 pfennigs (0.524 cent) per ton-kilometer without 
terminal charge, and from Mahrisch-Ostrau, Hruschau, and Schon- 
brunn to Upper Silesia the rate is 1.8 pfennigs (0.428 cent) per ton- 
kilometer, plus a terminal charge of 60 pfennigs (14.28 cents) 
per ton. 

To the furnace stations and lead-smelting works, from Belgium 
and the Franco-German frontier transit stations, the rate is as 
follows: 

Up to 100 kilometers (62.14 miles) 1.8 pfennigs (0.428 cent) per 
ton-kilometer. 

From 101 to 190 kilometers (62.76 to 118.06 miles) 1.5 pfennigs 
(0.357 cent) per ton-kilometer. 

Over 190 kilometers (118.06 miles) 1 pfennig (0.238 cent) per ton- 
kilometer, plus a terminal charge of 70 pfennigs (16.66 cents) per 

ton. 

These rates were established to increase the sources of ore supply, 
especially the Minette ores from Alsace-Lorraine and Luxemburg, 
in place of other foreign ores and in the interest of the western 
furnace districts by supplying them with French ores. 

The exceptional rate on iron ore for furnace use from the German 
seaports, and from Danish, Swedish, and Norwegian stations to 
Bohemian stations is as follows: Up to 100 kilometers (62.14 miles) 
2.2 pfennigs (0.524 cent) per ton-kilometer; above 100 kilometers 
(62.14 miles) 1.5 pfennigs (0.357 cent) per ton-kilometer, plus a 
terminal charge of 70 pfennigs (16.66 cents) per ton. 

The above rate also applies to shipments of iron ore from Hungary 
and Steiermark to Upper Silesia. 

From the shipping stations of the Lahn, Dill, and Sieg districts 
to the furnace stations of the Ruhr, Saar, Aix-la-Chapelle, Luxem- 


26 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY* 

burg, and Alsace-Lorraine districts, the rate on iron ore is 1.25 
pfennigs (0.298 cent) per ton-kilometer, plus a terminal charge of 
60 pfennigs (14.28 cents) per ton for all distances. 

The rate was established to foster the ore-mining industries on 
the rivers Lahn, the Dill, and the Sieg, and to counterbalance the 
unfavorable conditions under which the above mines operate in 
competition with the districts which have a reduced iron-ore and coke 
tariff. . 

For the iron ore traffic between the stations of the industrial 
districts of Lahn, Dill, Siegerland, and Brilon, the rate is 1.5 pfennigs 
(0.357 cent) per ton-kilometer, plus a terminal charge of 60 pfennigs 
(14.28 cents) per ton-kilometer for all distances. 

The rate on iron ore from Kirchlengern (Hanover district) to the 
Georgs-Marien furnace near Osnabriick is 1.6 pfennigs (0.381 cent) 
per ton-kilometer, plus a terminal charge of 70 pfennigs (16.66 
cents) per ton. 

The rate was established to make it possible for the Porta ore 
to compete in Osnabriick with foreign ores. 

There are exceptional rates on iron ore shipped in lots of at least 
45 tons from Stettin, Swinemiinde, Danzig, and Neufahrwasser to 
the Silesian furnace districts; from the German North Sea ports and 
Kiel to the Rhine-Westphalian furnace district, and from the Elbe 
and Weser ports and Liibeck to Vienenburg. 

The rate from Stettin, Swinemiinde, Danzig, and Neufahrwasser 
is 1.34 pfennigs (0.319 cent) per ton-kilometer, plus a terminal charge 
of 60 pfennigs (14.28 cents) per ton. 

This rate is also applicable to foreign iron ore shipped from 
Stettin to Malirisch-Ostrau. 

The rate to Vienenburg is 1.5 pfennigs (0.357 cents) per ton- 
kilometer, plus terminal charges of 70 pfennigs (16.66 cents) per 
ton, which is about the average rate for iron ore shipped from North 
Sea and Baltic ports to Rhine-Westphalian and Upper Silesian 
districts. 

The rate on iron-ore traffic between Bavaria and Frankfort on 
the Main, Kassel, Gustavsburg, Mayence, and Mannheim is 2.2 
pfennigs (0.524 cent) per ton-kilometer without terminal charges. 

This rate was made to compete with ore shipped via the transfer 
station of the Baden railway at Mannheim. 

The rate on iron ore between the Prussian-Saxon competing sta¬ 
tions and Bavarian stations is from 1.83 pfennigs (0.436 cent) per 
ton-kilometer, plus a terminal charge of 60 pfennigs (14.28 cents) per 
ton, to 1.5 pfennigs (0.357 cent) per ton-kilometer, plus a terminal 
charge of 30 pfennigs (7.14 cents) per ton. 

From German and Dutch stations to Russia, excepting Poland in 
the Dutch-German-Russian Association and Frontier Traffic, the 
rate on iron ore per ton-kilometer over the German railways is 1.75 
pfennigs (0.417 cent). 

In the direct traffic there is no terminal charge, as the railways 
receive a portion of the terminal charges collected by the Russian rail¬ 
ways. In the frontier traffic the terminal charge is 30 pfennigs 
(7.14 cents) per ton. 

Ores of various kinds used for the construction of German public 
or private roads and the maintenance of same are carried at excep- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 27 

tional rates over the Prussian railways and over other railways which 
have accepted the same rate basis. 

The rate is as follows: 

Up to 50 kilometers (31.07 miles), 2.6 pfennigs (0.619 cent) per 
ton-kilometer; from 51 to 200 kilometers (31.69 to 124.3 miles), 1.0 
pfennig (0.238 cent) per ton-kilometer; over 200 kilometers, 1.4 
pfennigs (0.333 cent) per ton-kilometer for the whole distance car¬ 
ried, plus terminal charges of 60 pfennigs (14.28 cents). 

As an example of the calculation of the rate, if the distance were 
200 kilometers (124.3 miles) the rate would be per ton: 

Pfennigs. 


50 by 2. 6_130 

150 by 1.0_ 150 

1 by 60 _ 60 


340 (80.9 cents). 

For a distance of 220 kilometers (136.7 miles) the rate would be: 

Pfennigs. 


220 by 1.4_308 

1 by 60 _ 60 


368 (87.6 cents). 


2. Stone. 

In the general carload freight classification, stone is placed under 
Special Tariffs II and III, as follows: 

Special Tariff II. 

STONE UNPACKED OR LOOSE IN HAY, STRAW, ETC., OR CRATED OR IN OPEN 
BOXES, AND IN CASE OF STONE FOR EXPORT IN SUITABLE PACKING. 

1. Cut stone not named in Special Tariff III or otherwise specially 
mentioned. 

2. Mill stones formed of several pieces, not mentioned in Special 
Tariff III, molded mill stones. 

3. Artificial stone not named in Special Tariff III, or otherwise 
specially mentioned, corundum or emery wheels, etc. 

Special Tariff III. 

Packing same as Special Tariff II. 

1. Stone otherwise not mentioned, rough, or roughly hewn, only 
split not sawed, with the exception of marble slabs and so-called Bel¬ 
gian granite, sawed up to a thickness of 16 centimeters (6.3 inches) 
stone chips, broken stone, etc. 

2. Building stone, cut to dimensions, stone for steps. 

3. Foundation stone for graves and monuments and for grave and 
monument inclosures. 

4. Pavement stone, curbstones, border and milestones, slabs, except¬ 
ing those of marble and so-called Belgian granite, up to 16 centi¬ 
meters (6.3 inches) thick. 

5. Hollowed stone; stone for crib work, troughs for well and 
spring curbing, gutter stone and stone for culverts, etc. 

Stone under paragraphs from 2 to 5, also polished and ground. 







28 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

6. Mill stones in one piece, mill stones made of sandstone, also made 
of several pieces, rollers, and grindstones. 

(Pumice stone, whetstones, emery, corundum wheels, etc.) 

7. Artificial stone, otherwise not mentioned; stone in the form and 
condition named in paragraphs 2 to 5, building and roofing stone, 
facing stone, floor stones, and filter slabs. 

8. Stone otherwise not mentioned, natural and artificial; ground, 
crushed, in cubes for making pavements, etc., suitably packed. 

The rate for stone included under Special Tariff II, as shown in 
table of normal rates, page 12, is as follows for carload shipments 
of at least 10 tons: 3.5 pfennigs (0.833 cent) per ton-kilometer for 
all distances from 1 to 50 kilometers (0.62 to 31.07 miles) plus a ter¬ 
minal charge of 60 pfennigs (14.28 cents) per ton; 90 pfennigs (21.42 
cents) per ton from 51 to 100 kilometers (31.7 to 62.14 miles); and 
120 pfennigs (28.56 cents) per ton for all distances over 100 
kilometers. 

The rate for Special Tariff III is 2.6 pfennigs (0.619 cent) per 
ton-kilometer up to and including 100 kilometers (0.62 to 62.14 
miles), and 2.2 pfennigs (0.524 cent) per ton-kilometer for all dis¬ 
tances over 100 kilometers, with the same terminal charges as for 
Special Tariff II. 

The above and the following rates for stone are for shipments of 
not less than 10 tons, unless otherwise mentioned. There are excep¬ 
tional rates for stone in force in different parts of Germany, the most 
important of which are as follows: 

Stone for public and private road-making purposes, sidewalks, 
bridges, and quays, and their maintenance, in Germany and in the 
Duchy of Luxembourg; quarry and field stones, bowlders, roughly 
cut border and milestones, etc., are transported to all parts of 
Germany and to the Duchy of Luxembourg at an exceptional rate. 

The basis of the rate is as follows: 

Up to 50 kilometers (31.07 miles), 2.6 pfennigs (0.619 cent) per 
ton-kilometer; from 51 to 200 kilometers (31.7 to 124.3 miles), 1 
pfennig (0.238 cent) per ton-kilometer; and for distances over 200 
kilometers the rate is calculated at 1.4 pfennig (0.333 cent) for the 
total distance. The terminal charge in each case is 60 pfennigs 
(14.28 cents) per ton. 

Stone mentioned in Special Tariff III has an exceptional rate in 
the district of the former Hessian-Ludwigs Railway; also in the 
traffic with Nassau, Upper Hessian, and Westerwald stations, and in 
the direct traffic with southern German stations and beyond. 

The basis of the rate is 2 pfennigs (0.476 cent) per ton-kilometer, 
and terminal charges of 60 pfennigs (14.28 cents) and 30 pfennigs 
(7.14 cents) per ton, respectively. In the direct traffic with the 
southern German stations the terminal charge is 30 pfennigs (7.14 
cents) per ton. 

From the Silesian stations to Sosnowice, Herby, Kattowitz, Rus¬ 
sian frontier stations, stone of Special Tariff III is transported at 
the following rate: 

Up to 100 kilometers (62.14 miles), 2.6 pfennigs (0.619 cent) per 
ton-kilometer; above 100 kilometers, at the rate of 2.2 pfennigs (0.524 
cent) per ton-kilometer, with a terminal charge of 30 pfennigs (7.14 
cents) in each case. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 29 

The rate was made to develop the export trade in German stone 
with Russia. 

The rate on quarry, building, and paving stone from Piesburg and 
stations on the line from Osnabriick-Rhein-Gildhais to the Ems 
ports is 2.2 pfennigs (0.524 cent) per ton-kilometer, with a terminal 
charge of 60 pfennigs (14.28 cents) per ton when shipped in lots of 
not less than 30 tons from one shipper to one consignee. On rough 
stone from Piesburg to Bremen the rate is same as above, with a 
terminal charge of 70 pfennigs (16.66 cents) per ton. 

On rough quarry stone, not worked, of dimensions not greater than 
one-half meter (1.62 feet) wide, long, or high the rate from Pies¬ 
burg and near-by stations to Bremen, Bremerhaven, Geestemunde, 
Brake, Nordenham, and Wilhelmsliaven is from 1.8 to 1.62 pfennigs 
(0.428 to 0.386 cent) per ton-kilometer, with terminal charges of 60 
pfennigs (14.28 cents) per ton. 

The rate on rough basalt stone from Dehm, Heckholzhaufen, and 
Steeden to Oberlahnstein, for export to Holland, is based on the rate 
of Special Tariff III, given on page 28. 

The rate on paving stone, crushed stone, etc., for road construction 
from the stations on the Prussian and Saxon state railways and from 
the middle German private railway stations to Berlin and suburbs 
is from 2.6 to 2.2 pfennigs (0.619 to 0.524 cent) per ton-kilometer, 
with a terminal charge of 60 pfennigs (14.28 cents) per ton for dis¬ 
tances up to 250 kilometers (155.3 miles) ; over that distance the 
terminal charge is 30 pfennigs (7.14 cents) per ton. 

The rate on refuse from quarries, ashes of all kinds, sand, gravel, 
etc., from all stations on the state railways to the coal districts of 
Ruhr, Saar, Upper and Lower Silesia, Aix la Chapelle, Eschweiler, 
is 1.5 pfennigs (0.357 cent) per ton-kilometer up to 20 kilometers 
(12.4 miles), and for each additional ton-ldlometer (0.62 mile) 1.1 
pfennigs (0.262 cent), with terminal charges of 30 pfennigs (7.14 
cents) per ton. 

This rate is an experimental one, to promote the economical opera¬ 
tion of the coal mines in the districts named. 

In the traffic between Holland, Germany, and Russia, not in¬ 
cluding Poland, there are three exceptional tariffs, namely, 1A, 
2A, 2B, which cover a number of products. Under exceptional 
tariff 2A, are included lithograph stone, whetstones, fine and arti¬ 
ficial, basamite, emery and corundum wheels, millstones, all other 
stone rough or only roughly hewn, with the exception of stone bricks, 
flat-stone tiles, stone-roofing tiles, basalt, etc., and stone mentioned in 
exceptional tariff 2B, marble bathtubs, monuments of marble or other 
stone, all other cut stone, with the exception of flagstones, slabs, step 
stone, base stone, stone door and window facings, stone posts and 
pillars, made of marble, sandstone, etc. 

Under exceptional tariff 2B are included beton stone, flint stone, 
stone for filters, slabs for filters, millstones made of one piece, or 
when made of sandstone of several pieces, rough whetstones, grind¬ 
stones, Kiln stones, Dinas stone, pyrogranite, etc. 

The rates are as follows over the German railway for the through 
traffic to Russia in not less than 10-ton lots: Exceptional tariff 2A, 
2 pfennigs (0.476 cent) per ton-kilometer; exceptional tariff 2B, 1.75 
pfennigs (0.417 cent) per ton-kilometer, without extra terminal 
charge. 


30 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

For traffic to the Russian frontiers only the above rates apply 
except that there is a terminal charge of 30 pfennigs (7.14 cents) 
per ton in addition. 

The exceptional rate on facing and roofing stone from Siegers- 
dorf in Silesia, Raucha, Freiwalden, Langenberg and Nieder-Ullers- 
dorf, to East Switzerland and Lindau (transit) is 1.48 pfennigs 
(0.352 cent) per ton-kilometer, with a terminal charge of 60 pfen¬ 
nigs (14.28 cents) per ton. 

From Siegersdorf, in Silesia, and Ullersdorf to Holland, and from 
Heidegersdorf, Laban, Siegersdorf, and Ullersdorf to Belgian sta¬ 
tions, the rate on facing stone is from 1.775 to 1.69 pfennigs (0.422 to 
0.402 cent) per ton-kilometer, with a terminal charge of 60 pfennigs 
(14.28 cents) per ton. 

The exceptional rate on lithographic stone from Pappenheim, 
Treuchtlingen, and Solnhofen in Bavaria, to German, Belgian, and 
Dutch seaports, and to Sweden and Norway, is from 3.483 to 3.29 
pfennigs (0.829 to 0.783 cent) per ton-kilometer, plus terminal 
charges of from 60 to 1.20 pfennigs (14.28 to 28.56 cents) per ton. 

The exceptional rate for roofing slates from stations near the slate 
quarries shipped to all parts of Germany, and for export to Austria- 
Hungary, for distances up to 200 kilometers (124.3 miles) is 2.6 pfen¬ 
nigs (0.619 cent) per ton-kilometer, and above 200 kilometers, 1.4 
pfennigs (0.333 cent) with terminal charges per ton as follows: 
60 pfennigs (14.28 cents) for distances up to and including 50 kilo¬ 
meters (31.05 miles) ; 90 pfennigs (21.42 cents) from 51 to 100 kilo¬ 
meters (31.7 to 62.1 miles) and 120 pfennigs (28.56 cents) for all 
distances over 100 kilometers. 

The rate was made to meet the competition of foreign slates com¬ 
ing by water. 

3. Lumber. 

In the general classification of freight in carload lots, wood is 
placed under Special Tariffs I, II, and III, as follows: 

Special Tariff I. —Beams, boards, blocks, and planks (the latter 
also planed, grooved, tongued, perforated, fluted, or otherwise 
worked), as well as slabs from species which are not worked or have 
their origin in the forests of middle Europe, as, for example, box¬ 
wood, cedar, lemon or candle wood, cypress, ebony, red ebony 
(Grenadillo), hickory, laurel, mahogany/olive, citronj lignum-vitse, 
pitch pine, yellow pine, satinwood, teak, and American black walnut. 

By species is meant the botanical species. 

Special Tariff II .—Wood (excepting the species mentioned in 
Special Tariff I, which is not worked nor has its origin in the forests 
of middle Europe). 

1. Logs, split or hewn, billets, and faggots, in as far as they are 
not mentioned in Special Tariff III. 

2. Willow wood, 1 year old, staves, and wood for same, in as far 
as it does not come under Special Tariff III, No. 7. 

3. Sawed timber, also planed, tongued, and grooved, or otherwise 
worked, (a) Squared, in the form of beams, rafters, laths, cornices. 
(b) Wide, in the form of boards, planks, and floor planks. (<?) 
Thin boards for parquette flooring. 

4. Brush brooms. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 31 

5. Impregnated wood for telegraph poles, etc., not mentioned in 
Special Tariff III. 

G. Shavings. (See also Special Tariff III.) 

Special Tariff ///.—Wood (excepting the species mentioned in 
special Tariff I, which is not worked nor has its origin in the forests 
of middle Europe). 

1. Logs and poles, roughly hewn or split, wood for poles less than 
10 centimeters (3.94 inches) in diameter, cut lengthwise one or more 
times, with bark on one side, and if impregnated at one end, billets 
less than 2.5 meters (8.5 feet) in length. 

2. Roots and refuse wood. 

3. Withes, hoopwood, and broom material not mentioned in 
Special Tariff II. 

4. Railway ties, rough or impregnated. 

5. Slabs, not more than 6 meters (19.7 feet) long, and not over 5 
centimeters (1.97 inches) thick measured at the thin end, not in¬ 
cluding the bark. 

6. Timber for mine supports, up to a thickness of 20 centimeters 
(7.87 inches), measured at the smallest end, not including the bark, 
and up to a length of 7 meters (23 feet), planks, etc., and up to a 
length of 6 meters (19.7 feet), and boards up to a length of 1.5 
meters (4.92 feet). 

7. Pickets from soft wood up to a length of 1.25 meters (4.1 feet) 
and 25 millimeters (0.98 inch) in thickness, unplaned, loose, or 
corded or wired, in bags or boxes, of which the wood is at least 12 
millimeters (0.47 inch) thick, also the same planed for the export 
trade. 

8. Dowels and pegs, in the rough; sawdust. 

As shown in the table of normal rates, given on page 12 of this 
report, the basis of the rate of the above special tariffs are as follows: 

Special Tariff /.—4.5 pfennigs (1.071 cents) per ton-kilometer for 
all distances, with terminal charges of 60 pfennigs (14.28 cents) per 
ton, for distances up to and including 50 kilometers (31.07 miles) ; 
90 pfennigs (21.42 cents) for all distances between 51 and 100 kilo¬ 
meters; and for all distances over 100 kilometers 120 pfennigs (28.56 
cents). 

Special Tariff II. —3.5 pfennigs (0.833 cent) per ton-kilometer 
for all distances, with same terminal charges as above. 

Special Tariff III. —2.6 pfennigs (0.619 cent) per ton-kilometer 
up to and including 100 kilometers (62.14 miles), and over 100 kilo¬ 
meters 2.2 pfennigs (0.524 cent) per ton-kilometer, with same termi¬ 
nal charges as above. 

In addition to the above special tariffs for wood, there are a num¬ 
ber of exceptional rates granted, the most important of which are 
the following: 

Wood specified in Special Tariff III, together with wood waste, 
such as chips, etc., in carload lots of not less than 10 tons, is carried 
under the exceptional tariff for raw materials (exceptional tariff 2) 
unless other exceptional rates apply. 

The rates are as follows: Up to 350 kilometers (217.5 miles), 2.2 
pfennigs (0.524 cent) per ton-kilometer; over 350 kilometers, 1.4 
pfennigs (0.333 cent) per ton-kilometer, with terminal charges of 70 
pfennigs (16.66 cents) per ton. The rate for distances over 350 kilo- 


32 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

meters—450 kilometers, for instance—is calculated up to 350 kilo¬ 
meters at 2.2 pfennigs per ton and for the distance over 350 kilometers 
at 1.4 pfennigs per ton. 

Wood of Special Tariff II is carried under an exceptional tariff, 
the rate of which is 30 pfennigs (0.714 cent) per ton-kilometer for 
all distances, with terminal charges from 60 to 120 pfennigs (14.28 
to 28.56 cents). This rate applies oh the Prussian and most of the 
other German railways. 

In the former district of Bromberg—that is, on the line Kolberg- 
Belgrad-Wulkowo-Schneidemiihl-Posen-Strahlkowo and eastward 
and Schneidenhihl-Berlin-Custrin-Frankfort-on-the-Oder, Callies- 
Arnswalde and Mulkowo-Stargard—wood of Special Tariff II is 
carried at the following exceptional rate: From 1-100 kilometers 
(0.62 to 62.14 miles), 3 pfennigs (0.714 cent) per ton-kilometer; 
101-200 kilometers (62.76 to 124.3 miles), 2.8 pfennigs (0.666 cent) 
per ton-kilometer; 201-300 kilometers (124.9 to 186.4 miles), 2.6 
pfennigs (0.619 cent) per ton-kilometer; 301-400 kilometers (187 to 
248.5 miles), 2.4 pfennigs (0.571 cent) per ton-kilometer; plus ter¬ 
minal charges of 60 pfennigs (14.28 cents) per ton. 

For distances over 400 kilometers the rate is 2.2 pfennigs (0.524 
cent) per ton-kilometer plus terminal charges of 120 pfennigs (28.56 
cents) per ton. 

The rate on wood of Special Tariff II in the traffic between the 
transit stations of the Prussian and Prussian-Saxon lines and the 
Bavarian, Saxon, and Wiirttemberg stations is from 2.95 to 1.82 
pfennigs (0.702 to 0.433 cent) per ton-kilometer, plus terminal 
charges of 60 pfennigs (14.28 cents) per ton. 

This rate was established to meet the competition of the Saxon 
competing stations. 

From the stations of East and West Prussia, east of the Vistula 
to the East Prussian seaports, wood of Special Tariffs II and III, 
when intended for export to foreign countries, enjoys the following 
exceptional rates: Wood of Special Tariff II, 2.2 pfennigs (0.524 
cent) per ton-kilometer; wood of Special Tariff III, 1.8 pfennigs 
(0.428 cent per ton-kilometer, with terminal charges in each case 
of 60 pfennigs (14.28 cents) per ton. 

The rate was established to counterbalance the unfavorable position 
in which the products of the German forests were placed on account 
of the low freight rates granted Russian wood intended for export 
through East Prussian seaports. 

Wood named in Special Tariffs II and III, when intended for ex¬ 
port and carried distances over 100 kilometers (62.14 miles) from sta¬ 
tions of the Prussian railway lines and those of the Southern German 
and Saxon lines, the exceptional rate is 2 pfennigs (0.476 cent) per 
ton-kilometer, with terminal charges of from 60 to 120 pfennigs 
(14.28 to 28.56 cents) per ton. For shipments from Bavaria which 
are intended for export to Belgium, which pass over the French rail¬ 
way lines, the maximum rate is 1.78 pfennigs (0.424 cent) per ton- 
kilometer plus the same terminal charges. In the direct traffic to 
Russia, excepting Poland, the shipper pays no terminal charges, as 
the German shipping stations receive about 55 pfennigs (13.09 cents) 
from the Russian terminal charges. 

From Sosnowice, on the Russian frontier, to Bavarian stations, 
wood of Special Tariff III pays an exceptional rate of from 1.81 to 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 33 

1.23 pfennigs (0.431 to 0.293 cent) per ton-kilometer, with no ter¬ 
minal charges. 

The rate was made to meet the competition of foreign railways. 

European logs shipped from Frankfort-on-the-Main. Kastel, Gus- 
tavsburg, Mayence, and Mannheim to Bavaria and Wiirttemberg 
have an exceptional rate of 2.7 pfennigs (0.643 cent) per ton-kilo¬ 
meter plus terminal charges of 60 pfennigs (14.28 cents) per ton. 

Bound timber, more than 20 centimeters (7.87 inches), but not 
exceeding 30 centimeters (11.8 inches) in diameter, measured at the 
thinnest end, without bark, and up to 5 meters (16.4 feet) long, 
intended for mining purposes, when shipped to the mining districts 
of the Buhr, Saar-Luxembourg, Alsace-Lorraine, Pfalz, Lahn, Dill, 
and Siegerland, is carried under exceptional rate for raw material 
(exceptional tariff 2) given on page 16 of this report. 

The exceptional rate for pitch pine, yellow pine, American oak, 
poplar, and hickory, excepting American black walnut, when shipped 
from the Bhine and Main transfer stations to Switzerland and be¬ 
yond, is 3 pfennigs (0.714 cent) per ton-kilometer plus terminal 
charges of 60 pfennigs (14.28 cents) per ton; regular rate is 4.5 
pfennigs (1.07 cents) plus same terminal charges. 

The exceptional rate on pitch pine when shipped from the Elbe 
and Weser ports, and Liibeck to the Swiss transfer stations is about 
2.36 pfennigs (0.562 cent) per ton-kilometer, plus terminal charges 
of 120 pfennigs (28.56 cents) per ton; regular rate, same as above. 

The rate was made to enable the above-named German seaports 
to compete with foreign ports in the traffic via Switzerland. 

The exceptional rate on logs, poles, billets, roughly hewn, split, 
etc., more than 2.5 meters (8.2 feet) long, when shipped from Bhine- 
Westphalian stations, Hesse-Nassau stations to Belgium and stations 
on the Northern Bailway of France, also between German stations 
and those of Holland, is, for distances up to 50 kilometers (31.07 
miles), 2.7 pfennigs (0.643 cent) per ton-kilometer; above that dis¬ 
tance the increment is 2.5 pfennigs (0.595 cent) per ton-kilometer, 
with a terminal charge of 60 pfennigs (14.28 cents) for all distances. 
The regular rate is 3 pfennigs (0.714 cent) per ton-kilometer, with 
the same terminal charge for all distances. The rate was established 
to increase the consumption of German wood in the countries named. 

The exceptional rate on Middle European nut wood and logs from 
Bavarian and Bavarian-Prussian competition stations to Belgium is 
2.4 to 1.46 pfennigs (0.571 to 0.347 cent) per ton-kilometer, the regu¬ 
lar rates being 3 pfennigs (0.714 cent) per ton-kilometer; no ter¬ 
minal charges in either case. 

The rate was made to complete the competitive rates of the French 
railways to Belgium. 

The exceptional rate on European lumber, etc., from the same ship¬ 
ping stations as above to Holland is 2.4 pfennigs (0.571 cent) per 
ton-kilometer, plus terminal charges of 60 pfennigs (14.28 cents) 
per ton, the regular rate being 3 pfennigs (0.714 cent) per ton- 
kilometer, with the same terminal charges. 

The rate was made to increase the exportation of European wood 
to Holland. 

The exceptional rate on wood from Hessian-Nassau stations to 
French stations is 2.4 pfennigs (0.571 cent) per ton-kilometer, plus 

65734—11-3 


34 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

terminal charges of from 60 to 80 pfennigs (14.28 to 19.04 cents) 
per ton. 

To increase the export of German wood to France the excep¬ 
tional rate on lumber shipped from German stations to Italy is 2.43 
pfennigs (3 centimes; 0.578 cent) per ton-kilometer, plus terminal 
charges of 60 pfennigs (14.28 cents) per ton. The exceptional rate 
on lumber shipped from Russia to the east and west Prussian sea¬ 
ports for over-sea export to countries outside of Germany is from 
2.2 to 1.8 pfennigs (0.524 to 0.428 cent) per ton-kilometer, without 
terminal charges, the regular rate being 3 pfennigs (0.714 cent) per 
ton-kilometer, plus terminal charges of 60 pfennigs (14.28 cents) 
per ton. 

The exceptional rate on pine lumber barked of Special Tariff II 
when shipped from stations of the Province of East Prussia to 
stations beyond Berlin as far as the Elbe and eastward as far as 
the line Berlin-Elsterwerda, via Berlin, is 2.2 pfennigs (0.524 cent) 
per ton-kilometer, plus terminal charges of 120 pfennigs (28.56 
cents) per ton. The regular rate is 3.5 pfennigs (0.833 cent) per ton, 
with the same terminal charges. 

The rate was established for the period from December 20, 1908, 
to December 31, 1911, on account of the damages to trees, caused by 
the attacks of the nun moth, in the districts for which the favorable 
rate was made. 

DISCRIMINATION AGAINST AMERICAN PINE. 

By an inspection of the rates given in Special Tariffs I. II, and III 
it will be seen to what extent the Prussian Railway discriminated 
against American pine. The American wood is classified with the 
more valuable species, such as ebony, teak, walnut, etc., thus having 
to pay a higher rate than wood from the Middle European countries. 

The American consul at Hanover in a recent report to the De¬ 
partment of State sent several bills of lading, which showed the 
difference in the rates paid on shipments of American and Swedish 

E ine lumber from several of the German seaports to Hanover. One 
ill of lading was for a shipment of European pine boards from 
Bremen to Hanover at a rate of 49 marks ($11.66) per 10 tons 
(Special Tariff II). Another was for a shipment of American pine 
boards between the same stations, but the rate was 67 marks ($15.95) 
per 10 tons. The difference between the two rates per carload of 
10 metric tons in favor of the European pine was $4.29, or 36.79 
per cent. 

On a shipment of Swedish pine from Liibeck to Hanover the 
freight rate was 80 marks ($19.04) per 10 metric tons, while the rate 
on American pine was 114 marks ($27.13), or a difference of $8.09 
in favor of the European pine, or 42.5 per cent. 

On a shipment of sawn pine boards, Swedish wood, from Ham¬ 
burg to Hanover, per carload of 10 metric tons, the rate paid was 
65 marks ($15.47), while ofi a shipment of American sawn pine 
boards between the same points the rate paid was 92 marks ($21.90), 
or a difference in favor of the European lumber of $6.43, or 41.56 
per cent. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 35 

^ American oak is now classified with the species named in Special 
Tariff II, but American pine is still classed with the rare tropical 
species named in Special Tariff I and has to pay the higher rates 
of that tariff. 

Jf. Fertilizers. 

Fertilizers and a great variety of material for the manufacture of 
artificial fertilizers in the general classification of freight in carload 
lots of at least 10 tons are classified under Special Tariff III. 

The rates as shown in the table of normal rates, given on page 
12 of this report, are as follows: 2.6 pfennigs (0.619) cent) per ton- 
kilometer up to and including 100 kilometers (62.14 miles), and over 
100 kilometers, 2.2 pfennigs (0.524 cent) per ton-kilometer, with 
terminal charges of 60 pfennigs (14.28 cents) per ton for distances 
up to and including 50 kilometers (31.07 miles) ; from 51 to and 
including 100 kilometers (31.7 to 62.14 miles), 90 pfennigs (21.42 
cents), and over 100 kilometers, 120 pfennigs (28.56 cents). 

In addition to the above there are many exceptional tariffs under 
which the bulk of the fertilizers used in Germany or exported to 
foreign countries is transported. The principal exceptional tariffs 
are as follows: 

The rate for manure, gas lime, gypsum, ashes, house and street 
wastes, oyster and mussel shells, etc., mineral phosphates of all 
kinds, Thomas slag, Thomas meal, mud deposits from subsiding res¬ 
ervoirs, lime dust, and wool dust, is that of exceptional tariff 2, for raw 
materials, unless other exceptional rates apply. The rates are as 
follows: Up to 350 kilometers (217.5 miles), 2.2 pfennigs (0.524 
cent) per ton-kilometer; over 350 kilometers, the increment is 1.4 
pfennigs (0.333 cent) per ton-kilometer, with terminal charges of 70 
pfennigs (16.66 cents) per ton. The regular rate for the above is 
that of Special Tariff III. ' 

The exceptional rate for raw potash salts, such as bergkieserit, 
kainit, krugit, sylvinit, etc., potash fertilizer salts, potash mag¬ 
nesium salts, containing a maximum of 42 per cent of potash, and 
kierserit when used for fertilizing purposes or for the manufacture 
of artificial fertilizers, is as follows: Up to 200 kilometers (124.27 
miles), 2.2 pfennigs (0.524 cent) per ton-kilometer; from 201 to 350 
kilometers (124.9 to 217.5 miles) increment, 1.8 pfennigs (0.428 cent) 
per ton-kilometer; over 350 kilometers (217.5 miles) increment, 1 
pfennig (0.238 cent) per ton-kilometer, with terminal charges in 
each case of 70 pfennigs (16.66 cents) per ton. Regular rate, Special 
Tariff III. 

The exceptional rate for lime dust, marl, beet earth (rubenerde), 
used for fertilizing purposes or for the manufacture of artificial 
fertilizers, is as follows: Up to 50 kilometers (31.07 miles), 2.6 
pfennigs (0.619 cent) per ton-kilometer; from 51 to 200 kilometers 
(31.7 to 124.3 miles), 1 pfennig (0.238 cent) per ton-kilometer; over 
200 kilometers, 1.4 pfennigs (0.333 cent) per ton-kilometer for the 
total distance. 

Regular rate, Special Tariff III: For fertilizers and raw materials 
named above, which are used by the German farmers for fertilizing 
their land or by German manufacturers for the production of arti¬ 
ficial fertilizers", there is a reduction of 20 per cent from the above 
rates. 


36 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

From the stations of the districts of Frankfort on the Main and 
Mayence to the Galician-Russian transit stations of Brody, Podwo- 
loczyska, Nadbrzezie, and Nowosielitza, for export to Russia, the 
rate on the Prussian railways for fertilizers is 1.75 pfennigs (0.417 
cent) per ton-kilometer, with terminal charges of 60 pfennigs (14.28 
cents) per ton. Regular rates are those of Special Tariff III. 

The rate on liquid manure in tank cars from Posen for distances 
up to 50 kilometers (31.07 miles) is from 2 to 1 pfennigs (0.476 
to 0.238 cent) per ton-kilometer, with terminal charges of 60 pfen¬ 
nigs (14.28 cents) per ton. Regular rate, Special Tariff III. 

From German and Dutch st.ations to Russia, excepting Poland, in 
the Dutch-German-Russian Association and frontier traffic, the rate 
per ton-kilometer over the German railways for fertilizers men¬ 
tioned in exceptional rate 2 B is 1.75 pfennigs (0.417 cent). 

In the through traffic there are no terminal charges, as the rail¬ 
ways receive a portion of the terminal charges collected by the Rus¬ 
sian railways. In the frontier traffic the terminal charge is 30 
pfennigs (7.14 cents) per ton. 

The fertilizers mentioned above, as classified under Exceptional 
Tariff 2B,' are as follows: Gas-lime, which has been used in the 
purification of gas, lime dust, sulphate of ammonia (sulphate salts 
of ammonia), muriate and sulphate of potassium, nitrate of sodium, 
Chili saltpeter, phosphate of lime, ground bone and bone dust, burnt 
bones, Thomas cinders, Thomas meal, moss or peat litter, phos- 
phosite and phosphor gypsum (gypsum for fertilizing purposes). 

The regular rate on the above fertilizers shipped to Russia is from 
2.6 to 2.2 pfennigs (0.619 to 0.524 cent) per ton-kilometer, and ter¬ 
minal charges from 60 pfennigs (14.28 cents) to nothing per ton. 

5. Grain . 

In the general classification of freight in carload lots of at least 10 
tons, grain, including legumes, podded beans, shelled and unshelled, 
is classified under Special Tariff I. The rates as shown on page 12 
of this report are as follows: Forty-five pfennigs (1.071 cents) per 
ton-kilometer for all distances, with terminal charges of 60 pfen¬ 
nigs (14.28 cents) per ton for distances up to and including 50 kilo¬ 
meters (31.07 miles) ; from 51 to and including 100 kilometers (31.7 
to 62.14 miles), 90 pfennigs (21.42 cents), and over 100 kilometers, 
120 pfennigs (28.56 cents) per ton. 

When grain is used for seeding purposes it is classed under Spe¬ 
cial Tariff III. The rates are as follows: Two and six-tenth pfen¬ 
nigs (0.619 cent) per ton-kilometer, up to and including 100 kilo¬ 
meters (62.14 miles), and over 100 kilometers, 2.2 pfennigs (0.524 
cent) per ton-kilometer, with same terminal charges as Special 
Tariff I. 

There are many exceptional tariffs for grain, the most important of 
which are the following: 

In the local and direct traffic from stations on the Prussian rail¬ 
ways, situated 101 kilometers (62.76 miles) and more from the sea¬ 
ports and frontier stations, grain for export by sea to countries out¬ 
side of Germany and by the frontiers to France, Belgium, Holland, 
Switzerland, and Austria-Hungary is transported at the following 
rates: 



RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 37 

Up to 101 kilometers, the regular rate of Special Tariff I, namely, 
4.5 pfennigs (1.071 cents) per ton kilometer, the increment from 
101 to 400 kilometers (62.76 to 248.5 miles) is 1.43 pfennigs (0.34 
cent) per ton-kilometer, and above 400 kilometers, 4.5 pfennigs (1.071 
cents), with the same terminal charges as Special Tariff I. 

This rate was established to permit German grain produced in the 
interior districts to take advantage of the favorable tariffs which 
were granted to grain grown in the seacoast districts and exported 
to foreign countries. 

From East and West Prussia and Posen to Danzig, Konigsberg, 
Memel, Neufahrwasser, and Pillau (local and export traffic) the rate 
is as follows: 

One to 100 kilometers (0.62 to 62.14 miles), 2.6 pfennigs (0.619 
cent) per ton-kilometer; 101 to 200 kilometers (62.76 to 124.27 miles), 
2.4 pfennigs (0.571 cent) per ton-kilometer; 201 to 300 kilometers 
(124.9 to 186.4 miles), 2.3 pfennigs (0.547 cent) per ton-kilometer; 
301 to 400 kilometers (187 to 248 miles), 2.2 pfennigs (0.524 cent) 
per ton-kilometers, with terminal charges of from 60 to 120 pfen¬ 
nigs (14.28 to 28.56 cents) per ton. 

Over 400 kilometers the rate is the same as given above in the 
exceptional rate for export. Regular Rate Special Tariff I. 

The rate was made for the development of the traffic in native 
grain to the seaports. 

From the Dutch and Belgium ports to the German-Swiss frontier 
and adjoining stations the rate on grain is about 3.3 pfennigs (0.785 
cent) per ton-kilometer, plus a terminal charge of 60 pfennigs (14.28 
cents) per ton. In the traffic from Basel for West Switzerland the 
rate is 2.8 pfennigs (0.666 cent) per ton, with the same terminal 
charges as above. 

The rates were made to meet the competition of the French sea¬ 
ports and French railways. 

Between Silesian stations and Berlin and suburbs and between sta¬ 
tions of the Berlin-Stettin line the rate on grain is from 4.3 to 3.08 
pfennigs (1.02 to 0.733 cents) per ton-kilometer, with terminal 
charges of from 60 to 120 pfennigs (14.28 to 28.56' cents) per ton. 
This is an old rate which was retained to keep up the large grain 
traffic which had developed between the above-named stations. Reg¬ 
ular rate is Special Tariff I. 

The maximum rate on grain from the Hessian River ports and 
the river transfer stations, also Frankfort on the Main and Kassel 
to the Swiss transfer and neighboring stations, is 3.2 pfennigs (0.762 
cent) per ton-kilometer, with terminal charges of 60 pfennigs (14.28 
cents) per ton. 

The rate on grain from Galicia to Danzig and Neufahrwasser for 
export to foreign countries is 3.17 pfennigs (0.754 cent) per ton- 
kilometer, with terminal charges of 60 pfennigs (14.28 cents) per ton. 

The rate on grain shipped from the Elbe ports, Flensburg and 
Llibeck, to Danish stations is from 3.62 to 2.85 pfennigs (0.862 to 
0.678 cent) per ton-kilometer, with terminal charges of 50 pfennigs 
(11.90 cents) per ton. The regular rate is from 4.5 to 3.5 pfennigs 
(1.071 to 0.833 cents) per ton-kilometer, plus terminal charges of 60 
pfennigs (14.28 cents) per ton. 


38 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

Special rates have been granted by the Prussian State Railways 
for the conveyance of the grain traffic from Russia to oversea coun¬ 
tries through the German seaports, Konigsberg, Danzig, etc. 

The amount which the Prussian Railway receives for carrying 
grain from Eydtkiihnen over its lines to Konigsberg, about 700 
kilometers (435 miles), is 4.40 marks ($1,047) per ton. Deducting 
half of the terminal charge of 60 pfennigs (14.28 cents) per ton, the 
rate is about 2.5 pfennigs (0.595 cent) per ton-kilometer, as against 
4.5 pfennigs (1.071 cents) which German grain between the same 
points has to pay. 

In answer to a complaint that the Prussian State Railways were 
favoring the foreigner at the expense of the home producer, it was 
pointed out that the specially low rates were granted to secure the 
traffic to the Prussian railways, as the Russian grain need not neces¬ 
sarily pass over the Prussian lines, but could go via Riga, Reval, and 
Libau, and would have done so had the rates not been reduced. 

Question III. —Export Rates. 

To aid in the expansion of Germany’s foreign trade the State rail¬ 
ways have made specially low rates for the transportation of goods 
to the coast ports when intended for export to foreign countries or to 
the German colonies. All such merchandise, including goods trans¬ 
ported exceptionally as fast freight (perishable goods, etc.), even 
when not shipped in carload lots, is taxed according to Tariff A1 
for complete carloads. The rate as shown in tariff of normal rates 
(p. 12) is 6.7 pfennigs (1.59 cents) per ton-kilometer for all dis¬ 
tances, with terminal charges ranging from 100 to 200 pfennigs 
(23.8 to 47.60 cents) per ton, according to distances, the regular 
rate being that for piece goods and the special tariff for certain 
goods shown in the tariff of normal rates (p. 12). 

The above rates also apply to shipments from the Russian frontier 
stations of Alexandrowo and Sosnowice. 

In addition to the above there are many exceptional tariffs for 
goods shipped in carload lots of 10 tons when intended for export. 
Besides the export rates already given for coal, fertilizers, grain, 
etc., the following are the most important: 

From Dresden to the Elbe and Weser ports, as well as from Dres¬ 
den and Meissen to Stettin, the rate on condensed milk for export is 
4.5 pfennigs (1.071 cents) per ton-kilometer, plus terminal charges 
of 60 pfennigs (14.28 cents), as against the regular rate of 6 pfennigs 
(1.428 cents) per ton-kilometer, and the same terminal charges. 

New wood boxes shipped from Habelschwerdt and Ebersdorf 
(district of Breslau) to the German seaports pay a rate of 1.8 pfen¬ 
nigs (0.428 cent) per ton-kilometer, plus terminal charges of 120 
pfennigs (28.56 cents) per ton, as against the regular rate of 2.2 
pfennigs (0.524 cent), with the same terminal charges. The rate 
was established to build up the box-making industry of the district 
mentioned. 

COTTON GOODS. 

Cotton yarn, when shipped from Alsace-Lorraine to the German 
seaports for export to foreign countries outside of Europe, pay a 
rate of 2.43 pfennigs (0.578 cent) per ton-kilometer, with terminal 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 39 

charges of 60 pfennigs (14.28 cents) per ton, the regular rate being 
6 pfennigs (1.428 cents) per ton-kilometer, with the same terminal 
charges. 

From the Thuringian, Saxon, and South German stations to the 
German seaports there are exceptional rates on the products of 
the shipping districts when intended for export. The rates are given 
on toys, music, paper goods, bronze powder, small articles made of 
wood, cane, straw, leather, and metal, glass and wax beads, barom¬ 
eters, thermometers, etc., writing materials, lead and slate pencils, 
slates, slate blackboards; in other words, Thuringian, Bohemian, and 
Nuremberg wares. The rates are as follows: 6 pfennigs (1.428 
cents) per ton-kilometer up to 100 kilometers (62.14 miles), and for 
distances above the increment is 3 pfennigs (0.714 cent) per ton, with 
terminal charges in each case of from 200 to 100 pfennigs (47.6 to 
23.8 cents) per ton for 5-ton shipments, and from 120 to 60 pfen¬ 
nigs (28.56 to 14.28 cents) for 10-ton shipments. 

To the Dutch and Belgian ports the rate is 5 pfennigs (1.19 cents) 
per ton-kilometer with terminal charges of 60 pfennigs (14.28 cents) 
per ton. 

The rate on toys and bronze colors is from 5.02 to 4.49 pfennigs 
(1.195 to 1.069 cents) per ton-kilometer and from 4.50 to 4.49 pfen¬ 
nigs (1.071 to 1.069 cents) per ton-kilometer on slate blackboards 
when shipped from Bavaria to Holland. 

In the traffic from Bavaria to Belgium and Holland through the 
transfer stations at Frankfort on the Main, Kastel, Gustavsburg, 
Mayence, Mannheim, and Ludwigshafen the rate on blackboards, 
etc., is 4.0 pfennigs (0.952 cent) per ton-kilometer with terminal 
charges of 100 pfennigs (23.8 cents) for 5-ton shipments and 4.0 
pfennigs (0.952 cent) to 3.5 pfennigs (0.833 cent) for 10-ton ship¬ 
ments with terminal charges of 60 pfennigs (14.28 cents) per ton. 

There are also exceptional export tariffs for the products of the 
German steel and iron industries. 

The rates on iron and steel of Special Tariff I 1 when shipped 
from the German steel and iron districts to the German North Sea 
and Baltic ports (local and export traffic) and the coast districts are: 
From 201 kilometers (124.9 miles) upward, 3.5 to 2.8 pfennigs (0.833 
to 0.666 cent) per ton-kilometer with terminal charges of 120 pfen¬ 
nigs (28.56 cents) per ton. 

Regular rate, 4.5 pfennigs (1.071 cents) per ton-kilometer, with 
same terminal charges. 

The rate for iron and steel of Special Tariff II 1 from 201 kilo¬ 
meters (124.9 miles) upward, 2.5 to 2.2 pfennigs (0.595 to 0.524 
cent) per ton-kilometer with terminal charges of 120 pfennigs (2.856 
cents) per ton. Regular rate 3.5 pfennigs (0.833 cent) per ton- 
kilometer with same terminal charges. 

For iron and steel of Special Tariff II for export by sea to non- 
German European countries, the rate to the German North Sea and 
Baltic ports is 1.7 pfennigs (0.405 cent) per ton-kilometer with ter¬ 
minal charges of 120 pfennigs (28.56 cents) per ton. The regular 
rate is 3.5 pfennigs (0.833 cent) per ton-kilometer with the same ter¬ 
minal charges. 

i The details of the classification of iron and steel in Special Tariffs I. II, and III, may be 
found on pp. 88-94 of the “ Deutscher Eisenbahn-Gtitertariff. Teil I. Abteilung B.” 



40 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

From German stations to German seaports for export by sea to 
other than European countries the rates are as follows: For iron 
and steel, iron and steel wares of Special Tariff I, brass wares, as well 
as other complete and half-manufactured articles made from non¬ 
precious metals and their alloys, 2.2 pfennigs (0.524 cent) per ton- 
kilometer, plus 120 pfennigs (28.56 cents) per ton terminal charges. 
Regular rate, that of Special Tariff I. For iron and steel of Special 
Tariff II and the following articles of Special Tariff I: Wire rivets, 
wire, wire strands, wire rope, wire pegs, iron and steel wire; also 
coppered, barbed wire, chains, screws, nails; also oven shelves and 
the following parts of stamping mills: Weights, levers, springs, each 
part to weigh less than 100 kilos (220.46 pounds) ; wagon axles and 
component parts (box axle pin, ring, etc.); railway locomotive 
tenders and steam wagons, railway-car bodies, railroad cars of all 
descriptions; iron and steel of Special Tariff III of sections la to d 
of the tariff, up to 400 kilometers (248.5 miles), 1.4 pfennigs (0.333 
cent) per ton-kilometer. Over 400 kilometers, the rate calculated 
for the distance traveled is 1.2 pfennigs (0.286 cent) per ton with 
terminal charges of 60 pfennigs (14.28 cents) per ton in each case. 
Regular rates, those of Special Tariffs I, II, and III. 

The rate on iron and steel of Special Tariffs I and II from the 
western foundry districts and the Saar to southwest Germany, Alsace- 
Lorraine, Baden, Wurttemberg, including the Swiss frontier and 
inland station, as well as to Luxemburg: 

Special Tariff I, 4 pfennigs (0.952 cent) per ton-kilometer; regu¬ 
lar rate 4.5 pfennigs (1.071 cents). 

Special Tariff II, 3 pfennigs (0.714 cent) per ton-kilometer; 
regular rate 3.5 pfennigs (0.833 cent), with terminal charges in 
each case of 60 pfennigs (14.28 cents) per ton. 

From Frankfort on the Main, Gustavsburg, Mayence, and Mann¬ 
heim to the Swiss frontier and inland stations, the rate on iron and 
steel of Special Tariffs I and II is the same as above, except that the 
terminal charges of the exceptional rates are 30 pfennigs (7.14 cents) 
per ton. 

Between German industrial districts and Denmark, the rates on 
iron and steel of Special Tariff I are: 

Up to 300 kilometers (186.4 miles) 3.3 pfennigs (0.785 cent) ; 
beyond, 2.8 pfennigs (0.666 cent) per ton-kilometer, with terminal 
charges in each case of 60 pfennigs (14.28 cents) per ton. 

For iron of Special Tariff II and pig iron the rate is 1.7 pfennigs 
(0.405 cent) per ton-kilometer; terminal charges 60 pfennigs (14.28 
cents) per ton. 

For the same products from the German foundry districts to Italy, 
southern France, and the Austrian coast territory, the rates are as 
follows: 

If shipped as piece goods, 4.9 pfennigs (1.166 cents) per ton-kilo¬ 
meter, with terminal charges of 100 pfennigs (23.8 cents). 

In 5-ton lots, 3.24 pfennigs (0.771 cent) per ton-kilometer, with 
terminal charges of 60 pfennigs (14.28 cents) per ton. 

In 10-ton lots: 

For iron of Special Tariff I, 2.23 pfennigs (0.531 cent) per ton- 
kilometer; terminal charges 60 pfennigs (14.28 cents) per ton. 

For iron Special Tariffs II and III, 1.7 pfennigs (0.405 cent) 
per ton-kilometer; terminal charges same as above. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 41 

From the western foundry stations to Austria-Hungary (also via 
Regensburg, Deggendorf, and Passau-Donau countries) and from 
upper Silesia to Austria the rates on iron are as follows: 

Iron of Special Tariff I, 2.8 pfennigs (0.666 cent) per ton- 
kilometer. 

Iron of Special Tariff II, 2.2 pfennigs (0.524 cent) per ton- 
kilometer, with terminal charges of 60 pfennigs (14.28 cents) per ton 
in each case. 

Regular rates 4.5 pfennigs (1.071 cents) and 3.5 pfennigs (0.833 
cent) per ton-kilometer, respectively, with same terminal charges. 
The above exceptional rates also apply to the same products when 
shipped from the Saar, Lorraine, Luxemburg, and Hessian districts 
to Austria-Hungary, as well as to Silesia, Saxon, and Austro-Bava- 
rian frontier stations. 

From German stations to France the rates are as follows: 

Iron of Special Tariff I, 4 pfennigs (0.952 cent) per ton-kilo¬ 
meter; iron of Special Tariff II, 3 pfennigs (0.714 cent) per ton- 
kilometer; iron of Special Tariff III, 2.06 pfennigs (0.490 cent) per 
ton-kilometer; with terminal charges of 60 pfennigs (14.28 cents) 
per ton in each case. 

From the German industrial districts to the lower Danube coun¬ 
tries (Roumania, Servia, Bulgaria) and beyond, as well as by 
the through exchange route via Regensburg, Deggendorf, Passau, 
Vienna, and in the redispatching traffic to the German-Austrian 
frontier stations, the rates on iron and steel are as follows: 

Iron and steel of Special Tariff I, 2.4 to 2 pfennigs (0.571 to 0.476 
cent) per ton-kilometer; iron and steel of Special Tariffs II and III, 
2 to 1.7 pfennigs (0.476 to 0.405 cent) per ton-kilometer; street rail¬ 
way trucks, 1.23 pfennigs (0.293 cent) per ton-kilometer; with ter¬ 
minal charge of 60 pfennigs (14.28 cents) per ton in each case; regu¬ 
lar rates, those of Special Tariffs I, II, and III. 

From German and Dutch stations to Russia (excluding Poland) in 
the through traffic and in the frontier traffic to the frontier stations, 
the rates on iron and steel are as follows: 

Through traffic .—Iron and steel of Special Tariff I (10-ton ship¬ 
ments) : Up to 612 kilometers (380.3 miles) 3.8 pfennigs (0.904 
cent) per ton-kilometer. From 613 to 1,015 kilometers (380.9 to 
630.7 miles) 3.5 pfennigs (0.833 cent) per ton-kilometer. From 
1,016 kilometers (631.3 miles) 3.2 pfennigs (0.762 cent) per ton-kilo¬ 
meter, with no terminal charges. 

Iron and steel of Special Tariff II (10-ton shipments) : Up to 1,015 
kilometers (380.9 miles) 3.5 pfennigs (0.833 cent) per ton-kilometer. 
Over that distance, 3.2 pfennigs (0.762 cent). 

Iron and steel of Special Tariff III (10-ton shipments) : Up to 100 
kilometers (62.14 miles) 2.6 pfennigs (0.619 cent) per ton-kilometer. 
Over 100 kilometers 2.2 pfennigs (0.524 cent) per ton-kilometer, with 
no terminal charges in each case. 

FRONTIER TRAFFIC. 

Special Tariff /.—Same as above for northern Russia, except 
terminal charges are 30 pfennigs (7.14 cents) per ton. For middle 
and southern Russia, 2.7 pfennigs (0.643 cent) per ton-kilometer, with 
same terminal charges. 


42 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

Special Tariff II .—For northern Russia, same as through traffic, 
except the terminal charges are 30 pfennigs (7.14 cents) per ton. 
For middle and southern Russia, 2.2 pfennigs (0.524 cent) per ton- 
kilometer, with the same terminal charges. 

Special Tariff III .—For northern Russia, same as through traffic, 
except terminal charges are 60 pfennigs (14.28 cents) per ton. For 
middle and southern Russia, the rate is 1.75 pfennigs (0.417 cent) per 
ton-kilometer, with terminal charges of 30 pfennigs (7.14 cents) per 
ton. 

From French and Belgian stations to Russian stations (excepting 
Poland), same as above, without terminal charges. 

For agricultural machines and implements from German and 
Dutch stations to Poland in the through traffic and in frontier traffic 
to the frontier stations, in order to support the German competition 
for traffic with Poland, the same rates are charged as for the traffic 
to middle and southern Russia. 

From the German iron industry districts to Dutch and Belgian 
ports, as well as for stations on the Dutch coast to Germchen and 
Utrecht, the rates are : 

For iron of Special Tariff I, 3.5 pfennigs (0.833 cent) per ton-kilo¬ 
meter. 

For iron of Special Tariff II (also for armor plates from Magde¬ 
burg to Amsterdam and Rotterdam), 2.2 pfennigs (0.524 cent) per 
ton-kilometer, with terminal charges of 60 pfennigs (14.28 cents) in 
each case. 

Regular rates, 4.5 pfennigs (1.071 cents) and 3.5 pfennigs (0.833 
cent), respectively. 

From Upper Silesia to the shipping stations of the Hungarian 
River & Sea Shipping Co. (Ungarischen Fluss und Seeschifffahrt 
Gesellschaft) on the lower Danube via Pressburg the following are 
the rates: 

Iron of Special Tariff I and agricultural machinery: Up to 100 
kilometers (62.14 miles), 2.4 pfennigs (0.571 cent) per ton-kilometer; 
101-200 kilometers, 2.3 pfennigs (0.547 cent). 

Iron of Special Tariff II: 2 pfennigs (0.476 cent) and 1.9 pfennigs 
(0.452 cent), respectively, with terminal charges of 60 pfennigs 
(14.28 cents) per ton in each case. 

Regular rates, 4.5 pfennigs (1.071 cents) and 3.5 pfennigs (0.833 
cent), respectively. 

Between Leipzig (Prussian railway station) and Plagwitz- 
Lindenau and Austro-Hungarian stations the rate on field and agri¬ 
cultural machinery and implements is 2.2 pfennigs (0.524 cent) ^per 
ton-kilometer, with terminal charges of 60 pfennigs (14.28 cents) 
per ton. Regular rate, 45 pfennigs (1.071 cents) per ton-kilometer, 
with same terminal charges. 

In addition to the exceptional rates for export, there are many 
reduced rates on raw materials and other products when imported 
into Germany. For instance, between German, Belgian, and Dutch 
ports and Austro-Hungarian cities, such as Prague, Vienna, Buda¬ 
pest, etc., and between German seaports and the Bavarian-Danube 


KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 43 

transfer stations, and between Denmark, Sweden, and Norway and 
Austria-Hungary the rates are as follows: 

Coffee, cocoa, gutta-percha, pepper, nuts (excepting walnuts and 
hazelnuts), dyewood extracts, quebracho and other extracts, hides 
and skins, etc.: About 3.8 pfennigs (0.904 cent) per ton-kilometer. 
Regular rates, 6 pfennigs (1.428 cents) and 4.5 pfennigs (1.071 
cents), respectively, with terminal charges in each case of 60 pfen¬ 
nigs (14.28 cents) per ton. 

Fats, tallow, lard, etc.: About 3.74 pfennigs (0.890 cent) per ton- 
kilometer. Regular rates and terminal charges same as above. 

Raw cotton, cotton waste, etc.: Up to 3 pfennigs (0.714 cent) per 
ton-kilometer, with terminal charges of 60 pfennigs (14.28 cents) 
per ton. Regular rate, 4.5 pfennigs (1.071 cents), with same ter¬ 
minal charges. 

Between German seaports and southwestern Germany (Frank- 
fort-on-Main and beyond), Bavaria, and Switzerland the rates are 
as follows: 

Coffee, pepper, raw tobacco, tea, cheese, milk, gutta-percha, 
caoutchouc, wine, etc.: 3.68 pfennigs (0.876 cent) per ton-kilometer, 
with terminal charges of from 60 to 120 pfennigs (14.28 to 28.56 
cents) per ton. Regular rate, 6 pfennigs (1.428 cents) per ton- 
kilometer, with same terminal charges. 

Cotton and cotton-yarn waste: 3.09 pfennigs (0.735 cent) per ton- 
kilometer. Regular rate, 4.5 pfennigs (1.071 cents), with same 
terminal charges as above. 

For many of the export and import rates there are no fixed 
bases; the values are made in the interests of the German sea trade, 
for the advancement of the German ports, and for the building up 
of German industries. 

For coffee, coffee substitutes, hides and skins, tobacco, tallow, etc., 
from the North Sea ports to Westphalia there is a rate of 3.3 to 3.9 
pfennigs (0.785 to 0.928 cent) per ton-kilometer, with a terminal 
charge of 120 pfennigs (28.56 cents) per ton, against a regular rate 
of 4.5 to 6 pfennigs (1.071 to 1.428 cents) per ton-kilometer, with the 
same terminal charges. The rates on petroleum from the German 
North Sea ports and Liibeck, Peine, and Salzbergen to Rheinland- 
Westphalia are about 2.2 pfennigs (0.524 cent) per ton-kilometer, 
with terminal charges of from 60 to 120 pfennigs (14.28 to 28.56 
cents) per ton, as against normal rates of 6 pfennigs (1.428 cents) 
per ton, with the same terminal charges. This rate was made to com¬ 
pete with the Belgian and Dutch seaports. 

The rate on refined petroleum from Russia to German stations east 
of the Elbe, including Dresden, Leipzig, Halle, Magdeburg, etc., 
is from 2.6 to 2.2 pfennigs (0.619 to 0.524 cent) per ton-kilometer, 
with terminal charges of 60 pfennigs (14.28 cents) per ton. 

On petroleum, cleaned and raw, from Roumania to the same sta¬ 
tions 2.2 pfennigs (0.524 cent) per ton-kilometer, and from Austria- 
Hungary the same as the rate from Russia given above, with ter¬ 
minal charges in each case of 60 pfennigs (14.28 cents) per ton. 

In the following statement are shown the export rates on several 
classes of goods from certain cities to the principal German seaports, 
together with the normal rates for the same distances: 


44 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


Export rates per metric ton (2,204.6 pounds) on several classes of goods on Ger¬ 
man railways, in carload lots of 10 tons. 


From— To— 


Cologne. Hamburg 


Do. 

.do. 

Do. 

.do. 

Do. 

.do. 

Do. 

.do. 

Frankfort. 

.do. 

Do. 

Bremen 

Do. 

Liibeck 

Do. 

Hamburg. 


Do. 

Do. 

Nuremberg 

Do. 

Do. 


Bremen.. 
Liibeck.. 
Hamburg 

Bremen.. 
Liibeck.. 


Distance. 


Export rate. 

Normal rate. 

Kilo¬ 

meters. 

Miles. 

Class of goods. 

Marks. 

Dol¬ 

lars. 

Marks. 

Dol¬ 

lars. 

430 

267.2 

Copper goods, lead 
in blocks: tubes. 

13.20 

3.14 

26.80 

6.38 

430 

267.2 

Zinc in sheets, etc. 

13.30 

3.17 

20.40 

4.86 

430 

267.2 

Cotton goods. 

15.30 

3.64 

26.80 

6.38 

430 

267.2 

Machinery and 
machine parts; 
ironwares. 

10.60 

2.52 

20.40 

4.86 

430 

267.2 

Iron plates, loco¬ 
motives, etc. 

5.60 

1.33 

16.10 

3.83 

532 

330.6 

Machines and iron¬ 
wares. 

12.90 

3.07 

25.20 

6.00 

459 

285.2 I 

.do. 

11.30 

2.69 

21.90 

5.21 

577 

358.5 I 

.do. 

13.90 

3.31 

27.20 

6.47 

532 

330.6 

Iron p r o d u cts, 
such as beams, 
etc. 

7.00 

1.67 

19.80 

4. 71 

459 

285.2 

.do. 

6.10 

1.45 

17.30 

4.12 

577 

358.5 

.do. 

7.50 

1.79 

21.40 

5.09 

635 

394.6 

Thuringian wares, 
toys, etc. 

24.50 

5.83 

39.20 

9.33 

583 

362.3 

.do.... 

22.90 

5.45 

36.40 

8.66 

652 

405.1 

.do. 

25.30 

6.02 

40.50 

9.64 


The above export and import rates are for the hauling of the 
goods to and from the station at the port, and an additional charge 
must be paid for the haulage over the dock line, which in most cases 
is the property of the town. This charge varies from 1.50 marks 
(35.70 cents) to 3 marks (71.40 cents) per car, according to circum¬ 
stances. 

A large number of exceptional tariffs closely affect the trade 
through the ports, as one of the principal objects of the tariffs is to 
secure the traffic to the German railways. These rates are based as 
far as possible on the competitive rates through the ports of Belgium 
and Holland, often irrespective of the kilometric distance. 

The export rates apply only to merchandise shipped through the 
ports for consumption in foreign countries or in the German colo¬ 
nies ; for merchandise for native use the local rates apply. 

To enjoy the benefits of the reduced rates it must be satisfactorily 
proved to the railway authorities that the goods in question are actu¬ 
ally intended for export. 

Question IV.—Express Freight. 

As stated before in this report, in the classification of goods in the 
freight tariff, when piece goods are shipped by fast freight (eilgut) 
the rates charged are double those for ordinary freight, and when 
the merchandise is forwarded by fast freight in complete carloads it 
pays double the rates prescribed for complete carloads in the classes 
A and B. 

There are also lists of specified articles which are forwarded by 
fast service at slow-service rates, whether the goods be consigned as 
piece goods or in carloads. Such articles are bees, bread, butter, 
fish of various descriptions, shellfish, etc., certain kinds of vegeta- 










































KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 45 

bles, milk and cream, fresh berries, stone fruit, grapes, and various 
plants, etc. 

The fast-freight class includes all articles sent at the discretion of 
the railway authorities either by regular passenger or by fast-freight 
trains. 

There is, in addition to the fast freight, a special fa%t-freight class, 
which probably corresponds more nearly to the American express 
service. The goods take precedence of fast-freight goods and are 
forwarded by the most favorable trains, specified for the purpose by 
the railway authorities. The rates for piece goods, including the 
specified articles mentioned above, are double the ordinary fast- 
freight class rates, and if shipped in carloads four times the rate for 
the slow carload classes A 1 and B. 

The bases of these rates are given in the normal tariff rates, page 
11 of this report. In general, it may be stated that fast freight costs 
twice as much and special fast freight four times as much as when 
shipped as ordinary freight. 

The following are examples illustrative of fast freight tariffs for 
piece goods from Chemnitz to various points: 


Place. 

Distance. 

Fast freight. 

Kilo¬ 

me¬ 

ters. 

Miles. 

Transporta¬ 

tion. 

Terminal 

charges. 

Total. 




Mks. 

Dols. 

Mks. 

Dols. 

Mks. 

Dols. 

Leipzig. 

86 

53 

1.82 

0.43 

0.36 

0.09 

2.18 

0.52 

Halle. 

116 

72 

2.42 

.58 

.40 

.10 

2.82 

.67 

Berlin. 

220 

137 

4.46 

1.06 

.40 

.10 

4.86 

1.16 

Numberg. 

312 

194 

6.10 

1.45 

.40 

.10 

6.50 

1.54 

Breslau. 

351 

218 

6. 72 

1.60 

.40 

.10 

7.12 

1.69 

Munich. 

464 

288 

8.40 

2.00 

.40 

.10 

8.80 

2.09 

Mannheim. 

521 

324 

9.16 

2.18 

.40 

.10 

9. 56 

2.28 

Friesenhofen. 

585 

364 

9. 92 

2. 36 

.40 

.10 

10.32 

2.45 

Freiburg. 

696 

432 

11.26 

2.68 

.40 

.10 

11.66 

2. 78 

Konigsberg. 

776 

482 

12.22 

2. 91 

.40 

.10 

12.62 

3.00 




Rates 

per 100 kilograms (220.4 pounds), 





special fast freight. 


Place. 












Transporta¬ 

Terminal 

'T'nfal 




tion. 

charges. 

J. Uldl* 




Mks. 

Dols. 

Mks. 

Dols. 

Mks. 

Dols. 

.. 



3.64 

0.87 

0.72 

0.18 

4.36 

1.04 


4.84 

1.15 

.80 

.20 

5.64 

1.34 

■Rprlin ____ 

8 92 

2.12 

.80 

.20 

9. 72 

2.31 

Nurnberg. 



12.20 

2.90 

.80 

.20 

13.00 

3.09 

■RrAsla.il __ 



13.44 

3.20 

.80 

.20 

14.24 

3.39 

Mirninh . . 

16.80 

4.00 

.80 

.20 

17.60 

4.19 

Mannheim. 



18.32 

4.36 

.80 

.20 

19.12 

4.55 

Friesenhofen. 



19.84 

4. 72 

.80 

.20 

20.64 

4. 91 

Freiburg. 



22. 52 

5. 36 

.80 

.20 

23. 32 

5. 55 

Konigsberg. 



24.44 

5.82 

.80 

.20 

25.24 

6.01 


It should be noted that so far as small parcels are concerned, the 
great part of the express business for Germany is done through the 
post office, per parcels post. The weight of a package must not 
exceed 50 kilograms (110.2 pounds). 













































46 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The rates are as follows: Up to and including 5 kilograms (11 
pounds) : Up to 10 miles, 25 pfennigs (5.95 cents); all distances above 
10 miles, 50 pfennigs (11.90 cents). Packages weighing over 5 
kilograms (11 pounds) : For the first 5 kilograms as above; for each 
additional kilogram (1.1 pounds) or part thereof, up to 10 miles, 5 
pfennigs (1.19 cents) ; from 10 to 20 miles, 10 pfennigs (2.38 cents) ; 
from 20 to 50 miles, 20 pfennigs (4.76 cents) ; from 50 to 100 miles, 
30 pfennigs (7.14 cents) ; from 100 to 150 miles, 40 pfennigs (9.52 
cents) ; over 150 miles, 50 pfennigs (11.90 cents). 

The above rates are valid also for places in Austria-Hungary. 

Question Y.—Typical Classified Products. 

In the following statement are given the normal and special rates 
charged on most of the German railways on typical products 
included in the various categories of the regular freight classifica¬ 
tion showing both carload and less than carload rates. 


Freight rates on the German railway systems per 100 kilograms (22046 pounds) 
including terminal charges. 

[Not in carload lots.l 



Dis¬ 

Fast 

Gen¬ 

eral 

Special 

General carload 
rates. 

Special carload 
rates. 

From Nuremberg to— 

tance. 

freight. 

freight. 

freight. 

Al. 

B. 

A2. 

I. 

II. 

III. 



1 

2 

3 

4 

5 

6 

7 

8 

9 

Hamburg. 

Miles. 
394.57 

$2.60 

$1.30 

$1.26 

$1.06 

$0.94 

$0.79 

$0.71 

$0.56 

$0.36 

Stettin. 

387.73 

2.57 

1.28 

1.24 

1.04 

.92 

.77 

.70 

.55 

.35 

Berlin. 

296.39 

2.14 

1.07 

.96 

.81 

.71 

.60 

.54 

.43 

.28 

Leipzig. 

200.70 

1.59 

.79 

.66 

.56 

.49 

.41 

.37 

.30 

.20 

Chemnitz. 

193.87 

1.55 

.77 

.64 

.55 

.47 

.40 

.36 

.29 

.19 

Crefeld. 

311.93 

2.22 

1.11 

1.00 

.85 

.74 

.63 

.57 

.45 

.29 

Frankfort on the Main. 

149.13 

1.24 

.62 

.50 

.43 

.37 

.31 

.29 

.23 

.15 

Strassburg. 

210.02 

1.64 

.82 

.69 

.59 

.51 

.43 

.39 

.31 

.20 

Stuttgart. 

118.68 

1.03 

.51 

.41 

.35 

.30 

.26 

.23 

.19 

.13 

Coburg. 

72.08 

.67 

.34 

.27 

.23 

.20 

.17 

.15 

.13 

.09 


The rates for shipments of all goods in less than carload lots are 
shown in columns 1, 2, 3. 

Fast freight, column 1: The rates given are double those for gen¬ 
eral freight in column 2, and include terminal charges of 40 pfennigs 
(9.52 cents) per 100 kilograms (220.46 pounds). 

General freight, column 2: The rates include terminal charges of 
20 pfennigs (4.76 cents) per 100 kilograms. 

Special freight, column 3: The rates are for certain articles, in¬ 
cluding bicycles, motor cycles, etc., potatoes, oil cakes, clover, etc., 
machinery and agricultural implements, grain of all descriptions, 
iron and steel of all descriptions, nails, salts, seeds, shoe blacking, 
earthenware, etc. Terminal charges amounting to 20 pfennigs (4.76 
cents) are included in the rates. 

Al, column 4: The rates are for all goods in consignments of 5 
tons and include terminal charges of 20 pfennigs (4.76 cents) per 
100 kilograms. 





























RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 47 

B, column 5: The rates are for 10-ton consignments and include 
terminal charges of 12 pfennigs (2.86 cents) per 100 kilograms. 

A2, column 6: Are the rates for 5-ton consignments of such ar¬ 
ticles as are included under Classifications I and II, columns 7 and 
8, and include terminal charges of 12 pfennigs (2.86 cents) per 100 
kilograms. 

Special Tariff I, column 7: Are the rates for shipments in 10-ton 
carload lots of certain articles, such as raw cotton, lead, iron and 
steel wares of all descriptions, field and garden fruits, grain, glass, 
seeds, raw sugar, etc., and include terminal charges as above. 

Special Tariff II, column 8: Are the rates for shipments in 10-ton 
carload lots of asphalt, railway locomotives and tenders and truck 
bodies, flax, hemp, jute, stone, etc., and include terminal charges as 
above. These rates are also for 5-ton shipments of articles classified 
under Special Tariff III. 

Special Tariff III, column 9: These are the rates for waste prod¬ 
ucts, coal, fertilizers, ice, railway cars of all descriptions, chemical 
colors, ores, etc., and include terminal charges as above. 

The above are the general rates. In addition there are many 
exceptional rates for shipments in carload lots, the most important 
of which have already been given under the various sections of this 
report. 

Question VI.— Basis of Freight Rates. 

% an inspection of the table of normal rates, page 11 of this 
report, it will be seen that there is a single unit for all distances for 
shipments of goods comprised in the special piece-good class and 
wagonload classes Al to and including Special Tariff II, while 
for Special Tariff III there are two units for distances up to and 
including 100 kilometers (62.14 miles) and over 100 kilometers. 

In the general class of piece goods, as well as the general and 
special class of fast-freight goods, the rates up to and including 500 
kilometers (810.7 miles) are based on a sliding schedule, with more 
favorable rates for the greater distances. With varying distances, 
up to and including 100 kilometers (62.14 miles), the terminal charges 
are also based on a sliding scale. Over that distance they are uni¬ 
form, according to the various classifications of goods. 

Based on kilometric distances, the German railway tariff scheme 
would appear to possess all the elements of simplicity. Knowing the 
distance and the classification, all that would be necessary would be 
to consult the kilometric tables of rates, but the proper classifica¬ 
tion presents a certain measure of difficulty, and in many cases con¬ 
siderable research is required if the cheapest rate is to be found. 
The greatest difficulty of all, however, lies in the many exceptional 
tariffs that have come into existence to further the German traffic 
in competition with the railways and waterways of neighboring 
countries and to develop the German industries. In certain of these 
tariffs for export and import no direct bases can be given, as the 
rates are dictated by circumstances. 

Germany is fully alive to the fact that transportation facilities 
are the very foundation of the industrial prosperity of any country, 
and appreciates the advantage of a complete and unified system of 
internal transport both by land and water. 


48 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

Prussia has a definite policy of rendering assistance to her in¬ 
dustries and has used her railways and waterways to this end. By 
the establishment of exceptional tariffs, facilities have been created 
for cheap through traffic, for the cheap delivery of the raw materials 
needed in the industries and for the cheap distribution of the native- 
finished products. To encourage. German shipbuilding important 
concessions have been granted in the freight rates on raw and finished 
materials for ship construction and repair. 

The Prussian railway administration in 1908 lowered its regular freight 
tariffs for 64 per cent of the traffic in order to serve the exigencies of trade— 
especially export trade during a period of depression. 1 

By the nationalization of her railways Germany has been enabled, 
in a wonderfully short period, to increase the productive power of the 
Empire, to further its commercial interests by land and sea, to 
create new markets, and extend those already existing, and thus to 
promote the welfare of the German people. 


1 Elmer Roberts, “ Monarchical Socialism in Germany,” Scribner’s Magazine, January, 
1910. 



Chapter II. 


INLAND WATERWAYS AND CANALS IN GERMANY. 


I. PUBLIC SUPERVISION. 

(a) In general terms the expense for the improvement of the water¬ 
ways of Germany, including original construction and maintenance, 
is borne by the several States, and with but few exceptions the canals 
and^ waterways are state-owned. Among the exceptions may be 
mentioned the following: 

1. The Tel tow Canal, constructed and administered by the district 
of Teltow. 

2. The Euster Canal, joining the Havel at Brandenburg. 

3. The Lehnitz Canal, connecting the upper Havel at Oranien- 
burg with Lake Lehnitz. 

4. The canalized Notte, a tributary of the upper Spree. 

The three last waterways, however, are only of local importance 
and are owned by private companies. 

Harbors of refuge for shipping during the periods of flood and 
ice and for passing the winter are also constructed and maintained 
by the States, but inland harbors of commerce with certain excep¬ 
tions are usually constructed and administered by the municipali¬ 
ties, corporations, and other interested parties, who as a rule also 
own the sheds, warehouses, and plant. 

The following are the principal traffic harbors belonging to the 
State of Prussia: The harbor of Duisburg-Ruhrort, the largest 
inland harbor in Germany, the harbor of Cosel on the Oder, espe¬ 
cially constructed for the transshipment of coal and in connection 
with the canalization of the upper Oder, the raft harbor at Brahe- 
miinde on the Vistula, and several smaller harbors on the Oder, the 
Elbe, etc. 

The improvement of land in Prussia by irrigation, drainage, recla¬ 
mation, and the construction of dikes, when connected with unnavi- 
gable streams and rivers, is under the supervision and control of 
the Prussian ministry of agriculture, domains, and forests. All 
works, however, constructed for the purpose of improving the navi¬ 
gation of rivers and streams come within the province of the ministry 
of public works. When such works result in the reclamation of land 
or are used in connection with irrigation or drainage, the ministry of 
agriculture, domains, and forests is consulted and bears its propor¬ 
tionate share of the costs of the preliminary plans and of the execu¬ 
tion of the work according to agreement in each particular case. 
The funds for the'improvement and maintenance of waterways are 
in general provided for in the annual budgets or by special laws. 

40 


G5734—11 


4 





50 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The head of the whole system of administration of the state-owned 
waterways of Prussia is the minister of public works, in whose 
ministry there is a special department established for the purpose. 
Under the minister the administration in the Provinces is in general 
in the hands of the provincial governors (Regierungs-Priisidenten), 
but for the large rivers special boards have been created, the chiefs 
of which are the provincial governors-general of the different Prov¬ 
inces, namely, for the Rhine, the Rhine board, with its head office at 
Coblenz; the board for the Dortmund-Ems Canal and the Ems, 
with its head office at Munster; the Weser River board, with its head 
office at Hanover; the board for the Elbe, with its head office at 
Magdeburg; for the Oder the Oder River board, with its head office 
at Breslau, and for the Vistula the Vistula board, with head office 
at Danzig. 

In addition to the above there is a board of administration of the 
waterways of the Mark of Brandenburg, which include waterways 
lying outside of the government district of Potsdam. This board 
is not subordinate to the governor-general of the Province of Brand¬ 
enburg, but its head is the governor in Potsdam. The waterways in 
the immediate neighborhood of Berlin are under the administration 
of the ministry of public works. 

The provisional governors are assisted in the management of the 
waterway construction, improvement, and engineering works by 
technical and legal advisers. 

For the local management, there are suboffices in charge of in¬ 
spectors of waterways, that are responsible for the execution of the 
works and for the river police. Attached to the suboffices are the nec¬ 
essary officials, secretaries, overseers, lock, weir, and bridge keep¬ 
ers, etc. 

The length of waterways allotted to each suboffice varies between 
40 and 50 miles. 

For the specially important work now in course of construction 
extra engineers, counselors, and architects are employed according 
to need. At the present time the extra officials are employed on the 
canal construction board at Essen, on that at Hanover, and on the 
principal construction board at Potsdam. 

On the Rhine there is also an international commission composed 
of representatives of the various Rhine States, Prussia, Hessia, Baden, 
Bavaria, and Alsace-Lorraine. 

In accordance with the law of February 25, 1907, to assist in the 
execution of the provision of the Prussian law of April 1, 1905, for 
the construction ^ of new waterways and the improvement of those 
already existing, advisory councils have been appointed by the State, 
in which the Government and the commercial, navigation, agri¬ 
culture, fishing, and other interests are represented by members 
or their substitutes. Not more than one-third of the members may 
be in the direct employment of the State. The city of Bremen, as 
a financial supporter of the Rhine-Weser Canal, has a right to two 
members. 

There are six of these councils for the various sections of the works. 
After the new works on the canal sections from the Rhine to the 
Weser and to Hanover are completed, the three advisory coun¬ 
cils which were appointed for these sections will be consolidated 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 51 

into one, and when the work is completed on the other sections the 
advisory councils for those sections will also be consolidated into one 
council. 

To these councils are referred: 

First. The general plans for the execution of the work as set forth 
in the law, and the objections, if any, of participating districts 
(Kreise). 

Second. The annual reports of the work done, mentioning the more 
important questions which may have arisen during the execution of 
the work and any objections which may have arisen. 

Third. The measures for the maintenance and improvement of 
the navigable waterwaj^s and the promotion of traffic on the same. 

Fourth. The grounds on which applications for permits to con¬ 
struct inland harbors of commerce have been made. 

Fifth. Questions relating to tolls, freight rates, and classification 
of freight. 

Sixth. Police traffic regulations and regulations for a uniform 
towing service. 

Seventh. Questions regarding the welfare of workmen engaged 
in the construction of the waterways and in the navigation traffic. 

Above the advisory councils there is a general council composed 
of a president and a substitute, appointed by the King of Prussia, 
a member from each of the six advisory councils, and a certain num¬ 
ber of members appointed by the minister for a period of three years. 
In no case may more than one-third of the total membership consist 
of officials in the direct employment of the Government. 

To the general council are referred all matters of more importance 
than those which would come under the supervision of the district 
councils. The results of the deliberations of the general council are 
laid before the minister of public works, who in turn submits them 
to the Prussian Parliament. 

According to the law, the general council may be divided into two 
sections, one for the western and one for the eastern waterways, but 
up to the present time this has not been done. 

(b) 1. The above-mentioned officials have neither a direct nor 
indirect influence upon the capitalization of navigation corporations 
nor upon the regulation of the freight rates. In general it is not 
customary for the various officials to make yearly reports; however, 
for statistical purposes, reports of the progress of the work under 
construction during the past year are published in the Official Jour¬ 
nal for Building Operations (Zeitschrift fiir Bauwesen). Besides 
it is usual, after the completion of an important work, to publish a 
report in the above-mentioned journal. In this journal also are pub¬ 
lished from time to time descriptions of the less important building 
operations, but all of the reports are more of a private than of a 
public character. 

According to the law of April 1, 1905, before mentioned, it is 
obligatory upon the King of Prussia twice in each year to read a 
report from the throne upon the progress which has been made in 
the work upon the new and improved canals and waterways. As 
stated before, the'state builds the canals and improves the water¬ 
ways and also the safety harbors. The inland harbors of commerce 
on the canals and rivers and terminals are with but few exceptions 


52 BAIL WAY FKEIGHT KATES AND INLAND WATEKWAYS OF GERMANY. 


constructed and maintained by the municipalities, districts, and other 
interested parties. The seaports and harbors are mostly the property 
of the state. 

2. Statistics of water-borne traffic in general are collected by the 
imperial authorities, assisted by the officials of the various states, 
counties, and the navigation companies, and published by the impe¬ 
rial statistical bureau. This bureau publishes each year a special 
volume containing statistics of the water traffic, of the conditions 
which prevailed in the various canals and waterways at the end of 
each year, and the number of steamers, barges, and towing vessels 
registered at the end of each five years. Several of the states, espe¬ 
cially Prussia, publish guidebooks for the German waterways. 

II. WATERWAY IMPROVEMENTS. 

(a) In Germany there is no established policy as to water power 
developed by works constructed for improving navigation. Recently, 
however, the value of the water power developed in the canalization 
of rivers and other improvements has been recognized. Reservoirs 
have been constructed by private corporations, where the main object 
was to obtain the power for electrical purposes. In the new reser¬ 
voirs which are being specially erected by the state in Silesia as a 
protection against floods, and in the large reservoirs authorized by 
the law of 1905, on the Eder and Diemee for the feeding of the 
Rhein-Weser Canal and for improvement of the navigation on the 
Weser, the water power is to be utilized. Specific examples of the 
utilization of water power on rivers are the power plants at the new 
Weser weir at Hemelingen, near Bremen, and at Dorverden, 
county of Moya. The former is described in detail in the report of 
the American consul at Bremen, which is forwarded with this report. 
The power at the Dorverden weir is to be utilized for the generation 
of electricity, which is to be conducted by overhead wires to Minden 
to run a pumping station at that place to feed the Rhein-Weser 
Canal and thereby save the construction of an expensive water con¬ 
duit and also for furnishing power to a private electric corporation. 

Attention is called to a work prepared by the ministry of public 
works, called “ Die Speisung des Rhein-Hannover Kanals,” which 
contains interesting information and data regarding the utilization 
of water power at Dorverden. 

(b) As stated before, in answer to Question I (&), river improve¬ 
ments, including original construction and maintenance, are under¬ 
taken by the several states, and with but few exceptions the canals 
and waterways are state-owned. The exceptions are noted in the 
answer to the said question. 

In general the funds for the execution of public works are granted 
by the state and are covered out of the current revenue or by special 
loans sanctioned by law, and in certain cases in combination with con¬ 
tributions by provinces, districts, communities, and other interested 
parties. 

As an example, the carrying out of the new works which are now 
being constructed by the Prussian Government under the provisions 
of the law of April 1, 1905, is made conditional on dues being levied 
by the State, and (1) on the Provinces and other public corporations 
interested, undertaking a guaranty for the cost of the administra- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 53 

tion, working and maintenance not covered by the shipping dues and 
other revenues on these waterways to the annual amount of $861,346, 
less the supplementary maintenance of the improvements on the 
Dortmund-Ems Canal and the present cost of maintenance on the 
Freie Netze, on the Oder-Vistula waterway, and on the canalized 
Oder, amounting in all to $90,583, leaving $770,763; (2) on the State 
of Bremen, besides undertaking to carry out certain works on the 
Weser at its own expense, to contribute also one-third of the cost 
of the impounding reservoirs on the Weser Basin and of the regula¬ 
tion works below Hameln to the amount of $1,570,000; (3) on the 
Provinces and public corporations interested further undertaking a 
guaranty for the interest at 3 per cent, and commencing with the 
sixteenth year for one-half per cent to the sinking fund, on about 
one-third of the cost of the respective sections of the works, in so 
far as the current revenue on the respective section of the canal after 
deducting the expenses of administration, working, and maintenance 
does not suffice to cover the amount for interest and amortization, 
with some alleviations as to the amount of interest during the first 
ten years. The amount of the annual interest guaranteed is estimated 
at $735,063, and of the annual contribution to the sinking fund, start¬ 
ing in the sixteenth year, at $122,500. As soon as the revenue of the 
respective section exceeds the amount necessary to cover the expense 
of administration, working and maintenance, and of interest and 
amortization, the surplus is to be used, first, for the further amortiza¬ 
tion of capital; secondly, for the interest and amortization on capital 
already expended on certain works of improvement; and, thirdly, 
after the amortization of capital is completed, for the reimbursement 
of all deficits of previous years, on administration, working, main¬ 
tenance, etc., and as on interest borne by the State and by the con¬ 
tributory parties under their guaranty. 

In other words, the Provinces and interested parties guarantee: 

(1) The cost of maintenance, working, and administration; 

(2) With certain alleviations, 3 per cent interest on about one- 
third of the capital; and 

(3) From the sixteenth year onward one-half per cent to the 
sinking fund, the State undertaking to find the money for the in¬ 
terest and sinking fund for the remaining two-thirds of the capital. 

III. FLOATING EQUIPMENT. 

(1) to (4). In the following official statistics are included all 
freight and passenger ships, with and without motive power, used 
as common carriers of goods and passengers on the German inland 
waterways of a capacity of 10 metric tons and over. The statistics 
do not include vessels employed in the government service or those 
used by private parties for pleasure purposes only. 

On December 31, 1907, there were engaged in the inland naviga¬ 
tion of Germany 26,235 vessels of different kinds, of a capacity of 
5,914,020 tons, of which 22,923 vessels of 5,725,258 tons were with¬ 
out propelling power and 3,312 vessels of 188,762 tons had their 
own means of propulsion. Of the latter there were 1,067 passen¬ 
ger vessels, including 4 with electric power; 642 freight boats, in¬ 
cluding 45 with electric motors; 1,558 towing tugs, including 1 with 


54 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

electric power; and 45 cliain-towing vessels. There were 14,547 
boats built of wood, and 11,688 of iron, steel, or other materials. 

Of 26,191 vessels, 7,398 had a carrying capacity of less than 50 
tons; 3,537 of from 50 to 100 tons; 1,859 of from 100 to 150 tons; 
6,301 of from 150 to 250 tons; 3,122 of from 250 to 400 tons; 1,867 
of from 400 to 600 tons; 899 of from 600 to 800 tons; and 1,213 of 
from 800 tons and over. 

There were 2,571 vessels of 168,569 tons propelled by steam, with 
a boiler capacity of 179,582 square meters, and indicated horsepower 
of 479,344. In addition to the steam vessels there were 700 vessels 
with explosion motors, with a capacity of 6,112 horsepower. Of 
these, 351, with 3,345 horsepower, were for passenger service; 327, 
with 2,571 horsepower, for carrying freight; and 22, with 196 horse¬ 
power, for towing. There were also 50 vessels with electric pro¬ 
pulsion, with a capacity of 347 kilowatts. 

In the navigation of the inland water system the following are 
the general classes of barges used: 

The Finow Canal boats are on an average 40.2 meters (131.9 feet) 
long, 4.6 meters (15.1 feet) broad, 2 meters (6.6 feet) high, and with 
a draft of 1.4 meters (4.6 feet), having a carrying capacity of 170 
tons. 

The Oder boats are on an average 55 meters (180.4 feet) long, 8 
meters (26.2 feet) broad, 2 meters (6.6 feet) high, with a carrying 
capacity of from 400 to 500 metric tons on a draft of 1.7 meters 
(5.6 feet). 

The Elbe boats on an average are 65 meters (213J feet) long, 8 
meters (26.2 feet) broad, 2 meters (6.6 feet) high, with carrying 
capacities of 300, 480, and 600 tons, with drafts of 1 meter (3.3 feet), 
1.4 meters (4.6 feet), and 1.7 meters (5.6 feet), respectively. 

The Rhine boats on an average are 237 feet long and 30.6 feet beam 
with carrying capacities of from 460 to 1,000 tons on drafts of 4, 
5, 6, 7, and 7J feet, respectively. 

According to information furnished by the American consul-gen¬ 
eral at Frankfurt, in 1908 the Rhine fleet consisted of 1,318 steam 
vessels with indicated horsepower of 295,849 and 9,759 barges with 
a carrying capacity of 3,960,378 tons, or 11,077 vessels in all. Of 
these the German craft included 632 steam vessels with 188,690 in¬ 
dicated horsepower and 2,800 barges with a carrying capacity of 
1,881,261 metric tons, or a total number of 3,432 vessels. Of the 
9,759 barges, 6,637 with a carrying capacity of 3,443,297 tons were 
built of iron or steel and 3,122 with a capacity of 517,081 tons of 
wood. The largest vessel plying on the canalized Rhine was 85 meters 
(275.9 feet) long, 10.20 meters (33.5 feet) wide, with a maximum 
draft of 2.30 meters (7.55 feet) and maximum carrying capacity 
of 1,650 tons. The largest vessel which can be used on the not- 
canalized Main, from Offenbach to Wurzburg, also to Kitzingen and 
Bamberg, under favorable water conditions, is about 83 meters (272.3 
feet) long, 10 meters (32.80 feet) wide, with a carrying capacity of 
600 tons. 

(5) In general terms, canal barges built of steel Dr iron cost from 
50 to 55 marks ($11.90 to $13.09) per ton carrying capacity; built of 
oak, 40 marks ($9.52) ; and of pine, 30 marks ($7.14). 

Modern built paddle-wheel steamers cost from 250 to 350 marks 
($59.50 to $83.30) per indicated horsepower and screw steamers from 
200 to 260 marks ($47.60 to $61.88). 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 55 

On the Elbe, Havel, and Spree the cost of paddle-wheel steamers 
ranges from 80,000 to 300,000 marks ($19,040 to $71,400) and screw 
steamers from 40,000 to 100,000 marks ($9,520 to $23,800). 

On the Rhine, paddle-wheel steamers range in cost from 100.000 
to 500,000 marks ($23,800 to $119,000) and screw steamers from 
80,000 to 200,000 marks ($19,040 to $47,600). 

Stern-wheel steamers on the canals cost from 100,000 to 200.000 
marks ($23,800 to $47,600). 

(6) Boats for carrying lumber and iron of long dimensions are 
constructed without bulkheads. 

There are also iron tank barges of from 1.200 to 1.300 tons for carrying coal 
oil, which go to Magdeburg and Dresden and have special quays, where they 
are filled and emptied by means of pumps. 

Some barges are specially fitted for carrying acids. 

At the instance of the Bohemian and South German breweries, the Elbe 
shipping companies have had special barges built for the transportation of 
beer. These vessels are provided with ice machines and cold-storage rooms, by 
means of which the temperature can be regulated. The advantages thus pro¬ 
vided over transportation by rail are the following: A quiet carriage without 
any shaking, such as is impossible on the railroads. An even temperature, 
which is necessary if the beer is to retain its excellence, and saving of freight. 

Worthy of mention, further, are the barges which are used to transport fruit 
to Berlin from Bohemia. These are built of good wood in that country and are 
sent with a full cargo to Berlin, where their destiny is fulfilled, as they are then 
taken apart and the wood sold for building purposes. The amount thus realized 
covers at least the costs of material. 1 

The “ Ziegel Transport A. G.,” a German company for the trans¬ 
portation of bricks, operates barges built especially for the purpose, 
with electric motor power. 

On the open rivers, as a general rule, the size of fleets of barges is 
unlimited; for instance, on the Elbe downward there are sometimes 
from 10 to 12 barges in one tow. In the canalized rivers and canals, 
however, the size and number of towed barges are limited by the 
police regulations governing the various canals and improved water¬ 
ways. As example, the following are the regulations for tows of 
barges in the waterways under the supervision of the governor at 
Potsdam. The barges must not be over 5 meters (16.4 feet) apart. 

(1) On the Havel: (a) On the Havel and in the Voss Canal from 
the Dammhaft bridge, in Zehdenick to the Finow Canal, 2 barges. 
(b) From the junction with the Spree, to and including Pichelsdorfer 
junctions, upstream 6 barges, downstream 3 barges, (c) From the 
Pichelsdorfer Junction to the Elbe, 6 barges, with the exception that 
in the canal in the city of Brandenburg only 4 barges are permitted in 
tows coming upstream and single barges in tows coming downstream. 

(2) On the stretch between Sakrow and Paretz, 6 barges. 

(3) On the Hohensaaten-Spandauer stretch: (a) From the 
Hohensaaten Locks up to and including Leipersee, 6 barges. 
(6) From Leipersee to the Pinnower Locks, 2 barges, (c) From Pin- 
nower Lock to Spandau, 6 barges. 

(4) On the Spree: (a) From Trebatch to Fluthkrug, 1 barge. 
(6) From and including Lake Dameritz to the upper limits of Ber¬ 
lin, 4 barges, (c) From the Charlottenburg railroad bridge to the 
Charlottenburg Locks, upstream, 3 barges; downstream, 2 barges. 
(d) From the Charlottenburg Locks to the junction with the Havel, 
upstream, 6 barges; downstream, 2 barges. 


1 Report of the American vice consul at Magdeburg, p. 90. 





56 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

(5) On the Oder-Spree Canal and the stretehes of the Friedrich 
Wilhelm Canal, which join the above canal, 4 barges, with the excep¬ 
tion that in the canalized Spree, from Kersdorfer Locks to Grosse 
Traenke Lock, downstream, only 2 barges are permitted. On the 
stretches of the Friedrich Wilhelm Canal, which have not been 
widened, only 1 barge is permissible. 

(6) On the Dahme, from the village of Bindoro to its junctions 
with the Spree, 4 barges. 

(7) On the waterways of the Oranienburger Havel, Kuppiner 
Canal and the Bhin, from Zippelsforde to and including Lake Krem- 
min, 2 barges. On the Linumer Bhin and Fehrbellin Canal, 1 barge. 

(8) On the old Oder from the Wriezen Dam Bridge to the Hohen- 
saaten-Spandau Waterway, 2 barges. 

(9) On Lake Beetz, 6 barges. 

(10) On the Storkow Canal, 2 barges. 

(8) Barges are constructed with the greatest possible bearing 
surface, so as to insure a large carrying capacity at low stages of the 
water in the canals and rivers, but the dimensions of the vessels are 
in many cases limited by the size of the locks in the canals. The 
barges are built as low as possible to enable them to pass under the 
bridges during high water. In many cases barges when loaded to 
their full capacity have a freeboard of only 6 or 8 inches. 

IV. OWNERSHIP OF VESSELS. 

{a) With the exception of the government steamers, barges, dredg¬ 
ing machines, ice breakers, etc., for keeping the channels in good con¬ 
dition, the vessels on the inland waterways of Germany are all pri¬ 
vately owned and belong either to single individuals or to shipping 
corporations. 

The tugs are in part owned by these individuals or companies, or 
chartered from special firms and societies. In the. Elbe-Trave Canal, 
however, towing is carried on by the Free City of Lubeck, under a 
special tariff, and on the Teltow Canal the towage service is a monop¬ 
oly of the county of Teltow, which owns the canal. 

On the upper Main, the tugs for sunken chain towage are owned 
by the State of Bavaria. 

( b ) It is the tendency in Germany at the present time to unite the 
ownership of fleets of barges and tugs in the hands of corporations 
and syndicates, so that on the larger waterways the smaller boat 
owners are subjected to severe competition. 

For details regarding the principal companies and syndicates which 
operate and control the bulk of the traffic on the inland waterways 
on the Elbe, Spree, Havel, and Oder, I would refer to the reports of 
the consular officers at Hamburg and Magdeburg, which are submit¬ 
ted as annexes to this report. 

The Bhine traffic, as on the other waterways of Germany, is carried 
on by corporations and by private individuals. The more important 
companies and shipping firms are the following : 

Coln-Diisseldorfer Dampfschifffahrts Gesellschaft, with 30 passenger steamers. 

Rheinischer-Lloyd, with 23 freight steamers. 

Rhein und See Schifffahrts-Gesellschaft, with 28 steamers and 49 barges. 

Mannheimer Lagerhaus Gesellschaft, with 15 steamers and 38 barges. 

Mannheimer Dampfsclileppschiff Ges., with 13 steamers and 71 barges. 

“ Badische Aktien Gesellschaft fur Rheinscbiffahrt” with 12 steamers and 69 
barges. 


BAIL WAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 57 


Math. Stinnes, with 22 steamers and 84 barges. 

Franz Hamer & Co., with 14 steamers and 56 barges. 

Rheinschifffahrt vorm. Fendel, with 23 steamers and 74 barges. 

Frankfurter, A. C., fiir Rhein-Main Schifffahrt, with 4 steamers and 42 
barges. 

In addition to the above a number of small barge owners have 
formed an association for the protection of their interests and to 
enable them to compete with the larger companies. 

(c) Merchant vessels are not owned by the State nor by private 
railroads. There are a few producing and distributing concerns, 
such as the German branch of the Standard Oil Company, the Sac¬ 
charin Fabrik at Westerhausen, various associations of coal dealers, 
etc., which have their own barges, but the tonnage of vessels operated 
by these concerns is very small when compared with the total tonnage 
of the vessels engaged in the inland water traffic of Germany. 

(d) There are no fleets of merchant vessels owned and operated by 
public authorities in Germany. 

( e ) As stated above, towage of vessels in the Elbe-Trave Canal is 
carried on by the Free City of Liibeck, and in the Teltow Canal by the 
canal authorities. As a general rule, however, the towage service is 
in the hands of powerful syndicates and corporations, but there are 
associations of individual barge owners which compete successfully 
against the larger companies. 

For details regarding the different syndicates and associations, I 
would refer to the reports of consular officers submitted with this 
report. 

V. TERMINAL FACILITIES. 

(a) In the waterway system of Germany there are terminals at 
the principal points for loading, unloading, and storing freight. The 
most important are those at Konigsberg on the Pregel, Breslau and 
Kosel on the Oder, Hamburg on the Elbe, Berlin on the Spree-Havel, 
Magdeburg on the Elbe, Minden on the Weser, Duisburg-Ruhrort 
on the Rhine, Cologne on the Rhine, Frankfort on the Main, Mann¬ 
heim on the Rhine, Dortmund on the Dortmund-Ems Canal. 

The principal harbors of the German Rhine from Strassburg 
down are showm in the following statement: 

German Rhine ports. 


Name. 

Administra¬ 

Loading 

Cranes. 

tion. 

space. 

Number. 

Capacity. 

Strath 11 rg . 

Municipal. 

Miles. 

5.8 

31 

Tons. 

4 

Kehl . 

State. 

6.4 

10 

8 

TTarlwihp . 

Municipal. 

2.8 

15 


TMipinan ... 

State. 

7.5 

24 

8 

Marmhp.im . 

.do. 

12.1 

109 

30 

Ludwigshafen. 


3.4 

57 

10 

Worms .. . 

Municipal. 

2.4 

7 

5 

Onst.avshnrg . 

State. 

1.7 

27 

12 

\fayp.npp. ... 

Municipal. 

4.0 

16 

5 

"Ringpn . 

.do. 

.9 

5 

7 

Coblenz . 

State. 

.7 

4 

9 

P,ft^ngnp ......... 

Municipal. 

5.2 

45 

30 

lilhciin on the Rhine - - .. 

.do. 

.62 

10 

6 

.. 

.do. 

6.2 

36 

25 

Puishurp-R 1 ' | hrfvrt ___..... 

State. 

12.7 

84 

30 

Emmerich . 

.do. 

1.9 

10 

5 

On the Main: 

Frankfort . 

Municipal. 

3.2 

38 

8 

Offenbach ... 

.do. 

.9 

7 

10 




















































58 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

For terminal facilities for unloading, storing, and transferring 
goods -brought by water, Berlin is far behind other cities of inferior 
importance. The best harbors are the Humboldt Hafen and the city- 
owned harbor Urban Hafen. A new harbor has been built near 
Spandau, one of the suburbs of Berlin, and the new harbor at Stralau 
is nearly finished. There are no striking physical features of these 
terminals. 

On one of the harbors of the Teltow Canal there was recently 
opened a large warehouse which covers practically three-quarters of 
an acre. It has five floors available for storage purposes. It is 
constructed entirely of iron and concrete, and is in direct communi¬ 
cation with the State Railways and canal, so that merchandise can 
be readily and cheaply transferred from one to the other. The 
power station belonging to the canal authorities furnishes the elec¬ 
tricity for working the hoisting and unloading machinery and for 
the electric lighting. 

On the free rivers, and more especially on the canalized rivers and 
canals, long lines of embankments are fitted out as wharves and sup¬ 
plied with loading, storing, and unloading appliances, and many 
of the more important places have railway connections, thus forming 
the means of transshipping from water to rail and vice versa. This 
accounts for the comparatively small number of special harbors on 
the extensive network of Mark waterways on which, for instance, in 
Berlin and the suburbs, the banks of the Spree and of the canals are 
lined with wharves. 

The most important terminal harbor in Prussia is that at Duis- 
burg-Ruhrort, on the Rhine. In this harbor there are modern facil¬ 
ities for loading and unloading the boats; also for conveying the 
merchandise to and from the freight cars of the railway system. For 
a description of this and the other important ports I would refer to 
the report of the American Consul at Barmen and to those of the 
consular officers in whose districts the ports are located. 

(b) The utility of the waterways has been greatly increased and 
the cost of transport by water diminished by shortening as much as 
possible the time necessary for loading and unloading the boats. 
Some of the new harbors—for instance at Duisburg-Ruhrort, Mann¬ 
heim, Magdeburg, Kosel, and others—have been equipped with very 
complete arrangements for this purpose, consisting of coal chutes 
and tipplers, hydraulic, steam, and electric cranes, depots served by 
elevated lines of rails, fixed and movable grain elevators, granaries 
and sheds, and all arrangements for handling goods in bulk in the 
most rapid and cheap manner possible. For details regarding these 
facilities, I would refer to the reports of the consular officers sub¬ 
mitted with this report. 

( c ) In the modern inland harbors of Germany railroad tracks are 
located in the terminals, permitting direct transfer between railroad 
and water lines, and the older harbors are being improved as far as 
possible to enjoy the same advantages. As stated above, in Berlin, 
although there is a belt railroad, the railway connection between the 
rail and water lines is defective. But few of the waterways of the 
city with the harbors and terminals are connected with the State 
Railway System. 

In the Report on the Waterways of Germany, by W. H. Lindley, 
Volume VI of the Report of the Royal Commission on Canals and 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 59 

Waterways, on pages 192 to 196 there is a table (G-7) in which is 
given interesting data regarding the inland harbors of Germany on 
the more important and on some branch waterways. A summary of 
the table given on page 67 of the report shows that of the inland 
harbors described 122 were connected with the railways and 191 were 
without railway connection. 

( d ) Mr. Lindley’s report contains a vast amount of valuable and 
useful information regarding the waterways of Germany which will 
be of great interest to a student of the question. 

The inland harbors of Germany, whether belonging to the State, to 
the municipalities, or to other corporations, are mostly public har¬ 
bors ; that is, anyone can use them. The terminals are not owned at 
all by private railways. 

VI. TOLLS AND FREIGHT RATES. 

(a) Tolls are collected on canals and on certain improved rivers, 
for instance, the Oder from Kosel to Breslau, on the improved Saale, 
on the lower Weser from Bremen to Bremerhaven, on the Oder from 
Stettin to Swinemiinde, and on the canalized Main from Gustavsburg 
to Frankfort. 

At present there is a bill in the Prussian Parliament for the im¬ 
position of navigation dues, which has raised a storm of protest 
throughout the country. The question of levying tolls on navigable 
rivers in Germany dates back for several years, since Prussia 
launched her project of the general improvement of her waterways. 
To meet the heavy expenses necessary to carry out the policy, it is 
proposed to raise the required amount by the imposition of naviga¬ 
tion dues. To do this there are two kinds of obstacles to overcome— 
constitutional and natural. According to article 54, section 4, of the 
imperial constitution, upon all natural waterways tolls may only be 
levied for the use of special accommodations, such as cranes, harbor 
facilities, docks, etc., that are made in the interest of traffic. Those 
dues, as well as those for the use of the state-owned canalized rivers 
and canals, may not exceed the amount necessary for-covering the 
costs of construction, their maintenance, and working expenses, and 
may not be levied for the purposes of revenue. Therefore to pass a 
bill to levy tolls on the natural rivers makes it necessary to change 
the constitution. Prussia and Bavaria are in favor of the measure, 
as both are mutually interested in improvement of the Rhine and 
Danube, but Hesse-Darmstadt, Saxony, and Baden are strongly 
opposed. 

Finally, but reluctantly, the Governments of the three latter States 
have consented to the principle set forth in the bill. The details 
of the measure are not known, only with the exception of one point, 
that Prussia and Bavaria have agreed to apply a sliding scale of tolls, 
so that the heavier burden is placed on the larger States. In what 
shape the bill will finally leave the Reichstag is very difficult to 
predict. 

As to the international side of the question it will be necessary for 
the Imperial Government to enter into diplomatic negotiations with 
Austria, France, and the Netherlands. In a series of international 
treaties, dating from the Vienna congress of 1815 to the Berlin treaty 
of 1878, the several German States in question, which form a part 


60 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

of the German Empire, and the three powers just mentioned have 
adopted the same principle which is contained in the German con¬ 
stitution. Austria, France, and the Netherlands must give their 
consent to the levying of tolls—Austria for the Danube and the Elbe, 
France for the Moselle, and the Netherlands for the Rhine. As far 
as France is concerned nothing is known of her position, but Austria 
already in no uncertain way has announced the strongest opposition 
and it is at least questionable whether or not she will agree. The 
Netherlands holds a similar position. Therefore it is clear that the 
carrying out of the new policy of levying tolls on natural waterways 
will be attended with much difficulty. It is said that the negotia¬ 
tions made necessary by the treaties mentioned above will not be 
entered into by the German Government before the bill for the change 
in the German constitution has passed Parliament. 

Tolls are usually charged per ton and kilometer on loaded barges. 
On the Main, canalized from the Rhine to Frankfort, the tolls are 
levied on barges loaded with more than 200 tons of freight. Empty 
barges, barges loaded with less than 200 tons of freight, barges pass¬ 
ing from the Rhine to the free uncanalized Main above Frankfort 
and vice versa, and goods that are transshipped on the canalized Main 
at Offenbach—that is, those which leave Offenbach Harbor on the 
waterway or on the railway—are free. 

On the Dortmund-Ems Canal the dues are levied on loaded barges 
per ton-kilometer, but for empty barges with tugs there is a reduced 
rate. Tugs towing boats are free. 

On the Mark waterways both empty boats and tugs without boats 
are subjected to reduced tolls. The same conditions prevail in the 
Elbe-Trave Canal. On the Teltow Canal in the local traffic goods 
received pay double the tolls of goods dispatched. 

(5) The rates for towing, with the exception of the State-owned 
canals and the Teltow Canal, are established by the navigation com¬ 
panies, those for the Rhine by the shippers exchange at Duisburg, 
and depend upon the number of barges to be towed, upon the con¬ 
dition of the water, whether up or down stream, upon the distance, 
etc. The towing charges on the Rhine are influenced by the fact 
that the goods are carried up in fleets of large boats and that the 
strong current in the stretch between Ruhrort and Mannheim re¬ 
quires powerful tugs. The towing charges by steam tugboats are 
affected in those waterways where towing by horses is possible by 
the competition met with in the animal traction. With the above- 
mentioned exceptions there are no special tariffs, as the rates fre¬ 
quently change from day to day. 

Under ordinary conditions of business and with the river (Elbe) at a normal 
height it costs $214.20 to tow a barge carrying 20,000 centners (2,200,000 
pounds) from Hamburg to Madgeburg, a distance of 186 miles, or 0.952 to 1.1 
cents per 110 pounds, but unfavorable conditions often double this rate. The 
navigation companies tow their own empty barges down the river in order 
to use them again as soon as possible, whereas under ordinary conditions they 
are allowed to drift with the current. 1 

For the towing rates on the Main, which are charged separately 
for vessels and cargo, I would refer to the report from the American 

1 Report from American consulate at Magdeburg, p. 94. 




RAILWAY FREIGHT RATES'AND INLAND WATERWAYS OF GERMANY. 61 


consulate general at Munich; for other towing charges I would refer 
to the reports of the consular officers submitted as annexes to this 
report. 

One of the provisions of the law of April 1, 1905, for the improve¬ 
ment of Prussian waterways provides for a uniform State monopoly 
for towage on the canal from the Rhine to the Weser, the branch to 
Hannover, on the Lippe, and on the branch canals of these water¬ 
ways; to forbid mechanical towage to others than the State using 
these canals and that boats traveling under their own power should 
need special permission. 

{c) Generally speaking, there are no fixed rates for water trans¬ 
portation, as they vary from day to day, depending upon the size of 
shipment, the state of water in the canals and rivers, and upon the 
activity of trade. 

Freight rates on the Elbe have fluctuated from 14 to 42 pfennigs ($0,033 to 
$0,099) within one month. Much depends, as respects that particular river, 
upon the demand for tonnage for return cargo, as the Elbe is a river upon 
which freight is carried both ways, while on the Rhine freight is chiefly car¬ 
ried in one direction. Thus it may happen that there is an excessive demand 
for tonnage for freight from Hamburg to the interior and an absence of cargo 
for the return trip. At other times precisely the opposite situation may exist, 
and at still other times the demands for tonnage in both directions may about 
balance. Offers for transportation are made upon the Hamburg Bourse every 
day, just as stocks and bonds and merchandise are offered for sale; and while 
the existence of large combinations of freight carriers tends to steady rates, 
the changes nevertheless are frequent and rapid. 1 


Lower than the prevailing rates may be obtained from private 
owners of barges (Wilde Schiffer) who are not in the syndicate, 
but the tonnage traffic of these boats is small compared with the 
total tonnage of the inland navigation of Germany. 

The freight rates are usually calculated according to classes. On 
the Elbe the classification is as follows: First class: Coal, salt, ore, 
stone, and other heavy goods in bulk. Second class: Grain, oils, 
sugar, etc. Third class: Ordinary piece goods. Fourth class: Piece 
goods which require more careful handling, such as machines, etc. 


( d ) The rates increase slowly with the distance of the haul, but the increase 
is very moderate as long as the water is fairly high so that the vessels can 
travel with full cargoes, thus preventing a scarcity of barges. There are special 
steamers—Eilgutdampfer—for goods requiring speedy transportation. The 
fluctuation in freight rates is not so great on the canals and rivers east of 
the Elbe as far as the Oder. The following examples will illustrate these 
fluctuations: August 12, 1909, when the water was fairly low, the following 
rates were paid for freight, the barges being fully loaded: 


From Hamburg to— Cents. 

Magdeburg (186 miles)_per 220 pounds— 4.2 to 4.5 

Schonebeck (195 miles)_do_5.0 to 4.8 

Aken (214 miles)_do-5.5 to 5.2 

Torgau (295 miles)-do-6.9 

Dresden (357 miles)-do-8.8 

Berlin (through the canal; 186 miles)-do_6.6 to 6.1 

Halle (up the Saale; 258 miles)-do-8.5 

With similar conditions as regards the height of the river prevailing, but 
with greater quantity of goods to be transported on barges which, on account 


1 Report of consul general at Hamburg, p. 79. 










62 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


of the comparatively low water, could not carry their full tonnage, the rates 
September 25, 3909, were as follows: 

From Hamburg to— Cents. 


Magdeburg_per 220 pounds._ 6. 6 

Schonebeck_do- 7.1 

Aken_ do- 7.3 

Torgau---do-12. 3 

Dresden_:-do-13.5 

Berlin_do- 9. 0 

Halle_do-13.0 


With less favorable water conditions the cargoes of the barges had to be 
considerably reduced, and a plentiful supply of goods to be shipped, the freight 
rates November 9, 1909, were as follows: 


From Hamburg to— 

Magdeburg_ 

Schonebeck_ 

Aken_ 

Torgau- 

Dresden_ 


Cents. 

per 200 pounds. _ 9. 5 

_do_10. 0 

_do_10.2 

_do_13.8 

_do_17.1 


From Magdeburg to Hamburg the barges are floated down the river, thus 
there are no charges for towing. The following rates prevailed during the 
last few months: August 12, 1909, 2.8 cents per 220 pounds; September 25, 
1909, 3.1 cents per 220 pounds; November 6, 1909, 3.3 cents per 220 pounds. 
From Aussig to Magdeburg (248 miles), August 12, 2.8 cents; September 25, 
2.8 cents; November 6, 3.4 cents. From Aussig to Hamburg (434 miles), 
August 12, 3.3 cents; September 25, 3.5 cents; November 6, 4.3 cents. 

The above figures are for goods in bulk of Class I. For piece goods the 
fluctuations are not so great, the rate for fast freight from Magdeburg to Ham¬ 
burg being between 14.3 and 16.6 cents per 220 pounds, and from Magdeburg 
to Liibeck 16.6 to 19 cents for the same quantity. The same rates apply from 
Hamburg and Liibeck to Magdeburg. It is further to be remarked that the 
figures given are the rates for carriage alone and do not include fees for trans¬ 
shipping, etc. 1 


(e) With the exception of shipments of grain up the Danube into 
Bavaria, and all classes of merchandise from Germany via Hamburg 
to the Levant and to the East Coast of Africa, no prorating arrange¬ 
ments exist between water lines and railroads. As regards the grain 
shipments mentioned above, the grain comes as far as Vienna or 
Passau by water on the vessels of the Erste K. K. Priv. Oesterreich. 
Donau Dampfschifffahrts-Gesellschaft, and then by the state railways 
to the various destinations. Copies of the joint rail and water tariff 
of this company are given in the report of the American consul at 
Nuremberg, which is submitted as an annex to this report. 

The Deutsche Levante and the Deutsche-Ost-Afrika tariffs are 
well-known tariffs and they form a system of published through rates 
from the principal towns of Germany, through Hamburg, to the 
Levant by the steamers of the Deutsche Levante Line, and through 
Bremen by the Atlas Line, and to certain places in East Africa 
through Hamburg by the steamers of the Deutsche Ost-Afrika Linie. 
As to the varying proportions between ship and rail, these are not 
ascertainable, but in general the effect of the through rates is to insti¬ 
tute competition with the Austrian rail rate through Trieste. 

if) In general the railroad freight rates to water competitive 
points are not higher than to interior nonwater points. It occurs 
occasionally that for economic reasons the freight rates are lowered 
to give inland manufacturers an opportunity to ship their goods 


1 Report of vice consul at Magdeburg, p. 94. 

















RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 63 

by rail, when their plants are not located on a waterway, so as 
to compete with the goods of those manufacturers whose works 
have a water connection. This, for instance, was the main reason 
for granting an exceptional tariff on sugar for export in favor of 
refineries located at some distance from the rivers or canals. The 
basis of this rate is from 1 to 100 kilometers (0.62 to 62 miles), 2.6 
pfennigs (0.619 cent) per ton-kilometer; over 100 kilometers, 2.2 
pfennigs (0.524 cent) per ton-kilometer, with terminal charges of 60 
pfennigs (14.28 cents) per ton, from 1 to 50 kilometers (0.62 to 31 
miles), 90 pfennigs (21.42 cents) from 51 to and including 100 kilo¬ 
meters (31.7 to 62 miles) ; above 100 kilometers, 120 pfennigs (28.56 
cents) per ton. The regular rate is 4.5 pfennigs (1.07 cents) per ton- 
kilometer, with the same terminal charges as above. 

It is difficult to make a strict comparison between water rates and 
paralleling railroad rates, as there are no fixed rates for water trans¬ 
portation, as they vary from day to day, depending upon the size of 
the shipment, the state of water in the canals and rivers, and upon 
the activity of the trade. From the report of this consulate-general 
on “ Transportation rates by rail and water in the consular district 
of Berlin,” dated April 6, 1909, I give the following data: The rail¬ 
road rates designated by A are the actual rates for goods intended 
for export. The water rates via regular steam barge companies des¬ 
ignated B , and the water rates via private barges designated O are 
the same as given, whether the goods are for export or for consump¬ 
tion in Germany: 



Under 

5 tons. 

Per 

ton per 
mile. 

5 to 10 
tons. 

Per 

ton per 
mile. 

10 tons 
and 
over. 

Per 

ton per 
mile. 

50 tons. 

Per ton 
per mile. 

Cement: 

A . 

$4.95 

Cents. 

2.8 

$2.62 

Cents. 

1.5 

$1.76 

Cents. 

1.01 


Cents. 

B 

1.07 

.45 

.95 

.4 

.95 

.4 



c . 






$0.52-0.60 

0.21-0.25 

Grain: 

A . 

4.95 

2.8 

3.62 

2.07 

1.97 

1.13 

B 

1.43 

.6 

1.31 

.55 

1.19 

.5 


.3 

c 





.60- .71 

.25- ... 

Iron: 

A . 

4.95 

12.8 

2.14 

1.23 

1.07 

.61 

B 

1.43 

.6 

1.43 

.6 

1.19 

.5 



c 


.60- . 71 

.25- .3 

Flour: 

A 

4 95 

2.8 

3.62 

2.07 

1.97 

1.13 

B 

1.31 

.55 

1.19 

.50 

1.19 

.5 



c 


.60- .71 

.25- .3 

Oil and fats: 

A 

4.95 

2.8 

4.95 

2.8 

4.28 

2.46 


B . 

1.19 

.5 

1.19 

.5 

1.19 

.5 



c 






. 60- . 71 

.25- .3 

Sand: 

A 

4.95 

2.8 

2.62 

1.5 

1.64 

.94 



B 

1.19 

.5 

1.19 

.5 

1.19 

.5 



c 




.52- .60 

.21- .25 

Coal: 

A 

4.95 

2.8 

2.62 

1.5 

1.64 

.94 



B 

1.19 

.5 

1.07 

.45 

.95 

.45 



c 


.48- .60 

.2- .25 

Terra-cotta pipes, etc.: 

A 

4.95 

2.8 

2.62 

1.5 

1.76 

1.01 



B 

1.90 

.8 

1.79 

.75 

1.67 

.7 



c 


.71- .95 

.3- .4 









a These rates are for merchandise exported to countries outside of Europe; for goods exported to Euro¬ 
pean countries the rates are for 5 to 10 tons lots $2.80, or per ton per mile 1.6 cents: for 10 tons lots and 























































64 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The following are the rates by rail and water between Berlin and 
Stettin: . -j 

[Distance by rail, 84 miles; distance by water, 117 miles.] 



Under 
5 tons. 

Per ton 
per 
mile. 

5 to 10 
tons. 

Per ton 
per 
mile. 

10 tons 
and 
over. 

Per ton 
per 
mile. 

50 tons. 

Per ton per 
mile. 

Cement: 

A 

$2.02 

1.19 

Cents. 
3.11 
1.01 

$1.40 

.95 

Cents. 

1.67 

.81 

$1.00 

.95 

Cents. 

1.19 

.81 


Cents. 

B 



c 

$0. 46-$0. 57 

0.41-0. 49 

Grain: 

A 

2. 02 
1.07 

3.11 

1.42 

1.90 

1.43 

2.26 

1.22 

1.47 

1.19 

1.75 
1.01 

B 



C... 

.57- .67 

. 49- . 57 

Iron: 

A 

2.02 

1.43 

13.11 

11.22 

11.19 

!1.19 

il. 41 
il. 01 

1.595 

11.07 

.71 

.91 

B 



c. 

.52- .595 

. 45- . 51 

Flour: 

A 

2.62 
1. 43 

3.11 

1.22 

1.90 

1.19 

2.26 
1.01 

1.47 
1.19 

1.75 
1.01 

B 



c. 

.57- .67 

. 49- . 57 

Oils and fats: 

A.. . 

2.62 

1.43 

3.11 
1.22 

2.62 

1.19 

3.11 
1.01 

2.21 

1.19 

2.63 

1.01 

B . 



C. 

.52- .595 

. 45- . 51 

Sand: 

A . 

2.62 

1.43 

3.11 

1.22 

1.40 

1.07 

1.67 
.91 

.86 

.95 

1.05 

.81 

B.. 



C . 

.48- .57 

. 41- . 49 

Coal: 

A. 

2.62 
1. 49 

3.11 

1.01 

1.40 

.95 

1.67 

.81 

.88 

.95 

1.05 

.81 

B. 



C . 

.48- .57 

. 41- . 49 

Terra cotta: 

A . 

2. 62 
1.67 

3.11 

1.42 

1.40 

1.31 

1.67 

1 . 12 

1.00 

1.07 

1.19 

.91 

B . 



C . 

. 595- . 76 

. 51- . 65 









° These rates are for merchandise exported to countries outside of Europe; for goods 
intended for European countries the rates are for 5 to 10 tons lots $1.67, or per ton per 
mile 1.98 cents ; for lots of 10 tons and over $0.83, or per ton per mile 0.99 cents. 


According to Peters “ Schiffahrts Abgabon,” volume 115, Schriften 
des Vereins fur Sozialpolitik, page 165 et seq., the average water 
freight per ton for grain from Hamburg to Berlin from 1900 to 
1905 was $0.65, or .36 cent per ton per mile, and the average railroad 
rate $3, or 1.7 cents per ton per mile. 

The same authority states that the average rates per ton for sugar 
from Breslau to Hamburg, passing through Berlin, were as follows 
from 1897 to 1906: Export sugar, $3.47, or .916 cent per ton per 
mile; rail, home consumption, $6.81, or 1.8 cents per ton per mile; 
water, home consumption, $1.35, or .27 cent per ton per mile. Dis¬ 
tance by rail, 610 kilometers (379 miles) ; distance by water, 799 
kilometers (496 miles). 

While there is active competition between the German railroads 
and waterways the relations are friendly. The exceptional railroad 
tariffs fully described in Chapter I of this report for goods intended 
for export were made not only to foster the German industries, but 
to meet the competition of the waterways leading out of the Em¬ 
pire or of alternative waterway routes through other countries or 
States. 

Some four or five years ago the water was so low in the Oder that 
the coal-laden barges could not come from Posen to Berlin with 
their cargoes. The vessels were for months stranded in the river 


























































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 65 

without being able to proceed. The Prussian minister of public 
works, the head of the railway administration, issued instructions 
permitting the coal to be hauled to the nearest railway station and 
shipped by rail to Berlin at specially cheap rates of freight. 

During the close of the regular water traffic between Stettin and 
Swinemiinde on account of ice special reduced rates of freight are 
granted to shipments by rail. The distance is calculated at 80 kilo' 
meters (49.7 miles), instead of the actual distance, 112 kilometers 
(69.6 miles). 

The difference between the special and the regular rates, for in¬ 
stance, for express goods is as follows: Regular rate. 2.74 marks 
(65.2 cents) per 100 kilograms (220.46 pounds) ; special rate, 2.10 
marks (50 cents); for piece goods, ^regular rate, 1.37 marks (32.6 
cents) ; special rate, 1.05 marks (25 cents). 

For goods of Special Tariff II in carload lots of at least 10 tons: 
Regular rate, 0.51 marks (12.1 cents) ; special rate, 0.37 marks (8.8 
cents). Goods included in Special Tariff II are railway locomotives 
and tenders, flax, hemp, certain kinds of wood, jute, stone, etc. 

It may be stated that the exceptional rates of the Prussian rail¬ 
ways for agricultural and other products are so low that when the 
river conditions are unfavorable they are no higher than the rates 
for water transportation, and in some cases even less. 

Prussia is expending vast sums annually in improving and devel¬ 
oping her waterways and thus virtually helping the competitors of 
her railway systems. The policy, however, is a farsighted one, as 
land is reclaimed by drainage, fields are protected against floods and 
rendered fertile by irrigation, enhancing their taxable value, and 
thus increasing the revenues from taxation. The industries are en¬ 
couraged by enabling industrial plants to be erected on what other¬ 
wise would be unavailable sites, with cheap water transport for raw 
materials and good rail connection for the distribution of the fin¬ 
ished products, thus increasing the traffic on the railways. The wel¬ 
fare of the people as a whole is fostered and the vitality of the 
nation improved. 

There is no legislation regulating the relations between rail and 
inland waterway systems of transportation; neither is there any gov¬ 
ernmental restriction on the lowering of freight rates in competition 
with water rates. 

With the exception of merchandise of low value, goods when 
shipped on the waterways are usually insured by the consignor or by 
the navigation company when requested. Large firms which ship 
regularly by water have open policies issued by the various insur¬ 
ance companies. The average rate of insurance is 1 mark ($0,238) 
per 1,000 marks ($238). 

The insurance does not affect the freight rates. 

VII. WATER-BORNE TRAFFIC. 

The bulk of the water-borne traffic of Germany consists of coal, 
ores, agricultural products, and wood. Berlin is the center and mart 
of a labyrinth of canals and canalized watercourses. The following 
statement of the water traffic of this city and Charlottenburg for 


65734—11-5 


66 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


the past three years will indicate the general character of the 
commodities carried: 


Water traffic in Berlin and Chari ottenburg for the past three years, in metric 

tons. 


[Not including goods in transit.] 


Imports. 

Exports. 

inscription. 

1906. 

1907. 

1908. 

1906. 

1907. 

1908. 

Bricks, cement, lime, sand, stone, etc. 6,502,796 

Wood. 439,133 

Coal. 1,452,576 

Raw material.j 407,569 

Finished material. 12,342 

Food products. 735,977 

Live cattle. 99,782 

4,617,286 
343,120 
1,522,975 
325,708 
12,626 
698,749 
98,772 

4,003,850 
311,589 
1,616,629 
307,841 
10,495 
649,251 
107,630 

208,040 

20,931 

36,958 

120,330 

15,873 

102,800 

240,907 

303,628 
14,455 
19,984 
83,363 
16,528 
83,998 
237,018 

294,314 
11,107 
18,283 
91,751 
15,675 
105,782 
164,152 

Total. 9,650,175 

7,619,236 

7,007,285 

745,839 

758,974 

701,164 


In Mr. Lindlejr’s report on the German waterways, on page 206, 
an interesting statement of the “ Classification of traffic on some of 
the more important lines of waterways for the year 1905 ” is given. 
The proportion in which the various classes of goods are represented 
at important points of the principal waterways in the transit, up¬ 
stream or downstream traffic, and in the goods received or dispatched, 
based on the statistics of 1905, is shown. 

According to the said report, of the total traffic at Ruhrort-Duis- 
burg, 13,640,000 tons, about 30 per cent are received and 70 per cent 
dispatched. Of the goods received, 4,200,000 tons, 60 per cent are 
ores, pig iron, and scrap, and 19.7 per cent agricultural produce. 

Of the traffic dispatched from Ruhrort-Duisburg, 9,450,000, a total 
of 8,840,000, or 93.6 per cent, are coal, coke, etc. Of this about 60 
per cent go upstream and 40 per cent downstream. 

In Hamburg, on the Elbe, of the total transit traffic, 5,920,000 tons, 
58 per cent are upstream and 42 per cent downstream. Of the traffic 
upstream, 40.1 per cent are agricultural products, and of the down¬ 
stream traffic 29.9 per cent is sugar and 24.8 per cent manure. 

Of the water-borne traffic at Berlin and Charlottenburg in 1905, 
10,110,000 tons, 93 per cent are goods received and only 7 per cent 
goods dispatched. 

Of the goods received, 6,300,000 tons, or 66.8 per cent, consist of 
building materials; 1,430,000 tons, or 15.1 per cent, of coal, coke, etc. 

Coal and ores are preponderant in the western basins, specially 
on the Rhine. Wood and agricultural produce form the chief arti¬ 
cles of transport in the east, the Oder having at the same time a 
considerable transport of coal. 

Besides this, special articles of produce, sugar, and salt form a 
large contingent in their respective basins—for instance, on the Elbe. 
In the neighborhood of larger towns, building materials, sand, gravel, 
stone, bricks, etc., are transported by water in large quantities; as, 
for instance, on the Mark waterways at Berlin, on the Rhine at 
Cologne, on the Main at Frankfort, and on the Weser at Bremen. 






















RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 67 


Besides the above information, taken from Mr. Lindley’s report, 
more detailed data regarding the principal commodities moved, the 
proportion and character of traffic moved in different directions, are 
given on pages 78 to 81. 

While there are no statistics available showing the relative im¬ 
portance of package and bulk freight, the former is a very small 
percentage of the water-borne traffic. 

Besides the statistics of vessel movement and traffic carried on 
inland waterways and railroad traffic, tonnage, and ton mileage, 
furnished in the reports of other consular officers, submitted as 
annexes to this report, attention is called to the Statistical Year Book 
of the German Empire for 1909. 

Taking important inland water routes, the through traffic pre¬ 
dominates, but in what general proportion it would be difficult to 
estimate. 

In a table, given on page 76 of Mr. Lindley’s report, showing the 
summary of the total traffic on the inland waterways of Germany, 
exclusive of the estuaries navigated by seagoing vessels, set forth in 
great detail in Table G—12, page 200, the mean distance traveled by 
1 ton of freight in 1875 was 132 miles; in 1895, 155 miles; in 1900, 
153 miles, and in 1905, 139 miles. The increase in length of travel 
from 1875 to 1895 was due to the great development of long-distance 
transport, the decrease from 1895 to 1905, to an increase in the short 
distance and local traffic. 

According to the latest schedule, the wages paid to labor employed 
on the waterways are as follows per month: 


Captains of steamers _ 

Mates of steamers_ 

Engineers of steamers 

Firemen of steamers_ 

Helmsmen of barges_ 

Boatmen on barges_ 


Marks. 

160 —$ 38 . 05 
135 — 32.13 
140 = 33.32 
105 = 24.99 
_ 135 = 32.13 
_ 105 = 24.99 


No mileage is paid. The wages include lodging, but not board. 
During the winter, when the boats are laid up, the wages of the cap¬ 
tains and engineers of steamers are reduced 1 mark ($0,238) per day; 
the other employees are discharged. 

The captains and engineers also receive 1 per cent of the fees, such 
as towage fees, etc., paid, which amounts to from 50 to 100 marks 
($11.90 to $23.80) per year. 

The hours of labor are from 6 a. m. to 6 p. m. Overtime is paid 
at the rate of 50 pfennigs (11.9 cents) per hour up to 10 p. m. After 
that time 60 pfennigs (14.28 cents) per hour, for all the people 
employed. 

The above tariff, by the terms of which all wages were increased, 
was the result of an agreement entered into by the navigation com¬ 
panies and private owners of steamers and barges and the work¬ 
men’s unions. It went into effect in October last, and applies to the 
navigation on the Elbe, Oder, Spree, and Havel. 

The existing laws regarding insurance against sickness, accident, 
old age, and invalidity cover all persons employed on the waterways. 








68 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY 


SUPPLEMENTARY REPORTS. 

1. Rivers and canals in the consular district of Hamburg. Report by Robert 
I*. Skinner, consul-general, page 69. 

2. Rivers and canals in the consular district of Magdeburg. Report by James 

L. A. Burrell, vice-consul, page 85. . 

3. Rivers and canals in the consular district of Bremen. Report by William 
Thomas Fee, consul, page 97. 

4. Rivers and canals in the consular district of Barmen, with descriptions of 
the Dortmund-Ems Canal and the inland harbors of Dortmund, Duisburg-Ruh- 
rort, Neuss, and Diisseldorf. Report by George Eugene Eager, consul, page 103. 

5. Rivers and canals in the consular district of Cologne. Report by H. J. 
Dunlap, consul, page 125. 

6. Inland waterways and canals in the consular district of Breslau. Report 
by Herman L. Spahr, consul, page 131. 

7. Rivers and canals of the upper Rhine district. Report by William J. 
C. Teichmann, consul, page 139. 

8. Rivers and canals in Baden. Report by Ernest L. Ives, vice-consul at 
Mannheim, page 151. 

9. Rivers and canals of the upper Rhine district. Report by William J. 
Pike, consul at Kehl, Baden, page 157. 

10. Railway rates, inland waterways and canals of Bavaria. Report by 
Thomas Willing Peters, consul-general at Munich, page 163. 

11. Bavarian waterways and canals. Report by George Nicolas Ift't, consul 
at Nuremberg, page 175. 


These reports are in the main replies to the questions found on pages 3 
and 4. 



RIVERS AND CANALS IN THE CONSULAR DISTRICT OF 

HAMBURG. 

Report by Robert P. Skinner, Consul General. 


I. PUBLIC SUPERVISION. 

I. (a) The various State authorities exercise supervision over the 
Elbe where it passes through their respective territories. In Prussia 
the chief president of the Province of Saxony is also the chief of the 
Elbstrombauverwaltung, and he has authority over river navigation 
within that Kingdom. In the Duchy of Anhalt this supervision is 
exercised by the department of the interior; in the Kingdom of 
Saxony the Amtshauptmannschaften of Pirna and Dresden-Neustadt 
act as Stromamt. In the State of Hamburg the department of com¬ 
merce and navigation is in control, although the buildings and im¬ 
provements on the banks of the river are in charge of the building 
department. There are, moreover, various local regulations which 
apply where the river flows through cities, but these are more prop¬ 
erly local police regulations prescribed because of the particular cir¬ 
cumstances. 

The State of Liibeck built the entire Elbe-Trave Canal at its own 
expense, although this canal traverses other territory, and the State 
of Liibeck supervises navigation over the same. 

(b 1) The various authorities mentioned in the preceding para¬ 
graph are public functionaries and have no powers or duties in 
respect to the capitalization of navigation companies or the regula¬ 
tion of their rates. It is their duty to maintain and improve the 
channel and to provide regulations for the ordinary and orderly dis¬ 
patch of business and for the general security and interest of the 
public. Neither do these authorities have anything to do with the 
maintenance and improvement of terminal facilities, which, in most 
instances, are private property, being generally owned and operated 
by private shipping companies, and, in a few instances, occupying 
municipal property which is leased to the shipping company. 

(b 2) Statistics relating to German river navigation are collected 
in part by the Imperial statistical bureau and in part by the various 
State offices. Some navigation companies collect private statistics 
for their own use. 

II. (a) There is no established policy as to water power developed 
by works constructed for the improvement of navigation on the Elbe. 

(b) River improvements and the building of canals are carried 
on by State governments and not by private associations. As men¬ 
tioned before, the Elbe-Trave Canal, which merely terminates at 
Liibeck and does not traverse the territory of that State, was built 
at that State’s expense. 


69 



70 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


(c) There are no elaborate terminal facilities in Hamburg, as 
traffic conditions apparently do not require their existence. The 
river-borne traffic between Hamburg and inland points is in reality 
nothing less than an extended lighterage service, the river barges 
unloading and receiving their cargoes, as a rule, directly alongside 
the ocean-going steamers and sailing vessels. It is precisely because 
of the facilities for exchanging their cargoes in this manner that river 
traffic from and to Hamburg has attained such immense proportions. 

III. Answers to questions appearing under III, “ Floating equip¬ 
ment,” will be found in the next following pages. 

STATISTICS OF VESSELS ON GERMAN WATERWAYS. 

According to the “ Regulations regarding statistics of the fleets of 
German river and canal ships,” approved by the Federal Council in 
December, 1907, such statistics are required to be made every five 
years (at the end of every fifth year), and they must comprise all 
"freight and passenger ships used for business purposes (namely, 
all without motive power of 10 and more tons’ capacity, and all busi¬ 
ness vessels with motive power). 

Besides the river and canal craft proper, such vessels must be in 
eluded in the statistics as are engaged at the mouths of rivers and 
canals and on bays, as well as on lakes in the interior, and which are 
not included in the statistics of seagoing vessels, particularly also 
such seagoing vessels by which the transfer from river and canal 
navigation to deep-sea navigation is effected (for instance the sea¬ 
going Rhine steamers, seagoing lighters, and similar craft). The 
statistics must be made at the respective home ports of the ships. 

The first statistics were collected under these regulations on Decem¬ 
ber 31, 1907, and the result thereof was published in the “ Statistics 
of the German Empire,” fourth quarter, 1908. 

Accordingly, the following number of ships was counted: 


Steamships. 

Passenger ships. 

Total, including tugs and 
motor boats. 

Number. 

Capacity. 

Horse¬ 

power. 

Number. 

Capacity. 

Horse¬ 

power. 

Coast waters of the Baltic, east of the Vis¬ 
tula. 

25 

Tons. 

1,182 

2,303 

H7 

Tons. 

6,422 

11.150 

Waters of the Vistula. 

40 

1,099 

3,788 

82 

4,168 

8,673 

Coast waters of the Baltic, between Vis¬ 
tula and Oder. 

1 

8 

8 

4 

17 

40 

Waters of the Oder. 

52 

2,416 

5,384 

391 

21,149 

53,756 

Coast waters of the Baltic, west of the Oder. 

41 

1,003 

2,276 

149 

2,532 

5,048 

Coast waters of the North Sea, Schleswig 
Holstein. 

4 

99 

248 

8 

129 

270 

Waters of the Elbe. 

402 

13,792 

37,400 

1,771 

75,985 

176,485 

Waters of the Weser. 

18 

1,045 

1,802 

91 

8,012 

13,450 

5,615 

187,828 

Waters of the Ems. 

10 

255 

431 

58 

4,776 

Waters of the Rhine. 

94 

8,188 

26,297 

567 

56,489 

Lake of Constance. 

20 

817 

2,930 

46 

2,339 

4,000 

Waters of the Danube. 

1 

45 

42 

12 

1,731 

4,919 

Lakes of Upper Bavaria. 

11 

392 

2,130 

15 

399 

2,185 

Total. 

719 

30,341 

85,039 

3,311 

184,148 

473,419 




























KAIL WAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 71 

Of these 3,311 ships there were in all 240 wooden vessels (only 7 
on the waters of the Rhine). The largest draft of these vessels was 
3.85 meters (12.32 feet) on the Elbe, and 2.77 meters (9.09 feet) 
on the Rhine; however, the steamers plying on the Rhine had in 
general the largest dimensions, the maximum dimensions of a vessel 
being 88.85 meters (281.65 feet) length, 20.7 meters (67.91 feet) beam, 
and 10 meters (32.8 feet) height. The steamers on the Elbe had the 
next largest dimensions. 


Ships without motive power. 

Number. 

819 

496 

Capacity. 

Coast waters of Baltic east of Vistula. 

Waters of the Vistula. 

Coast waters of Baltic, between Vistula and Oder. 

Tons. 

112,389 

79,047 

Waters of the Oder. 

4,051 

477 

5 

12,005 

474 

33 

960 

3,477 

17 

107 

2 

993,565 

33,541 

188 

2,340,98fr 

151,599 

992 

98,554 

2,115,466 

2,845 

58,918 

23 

Coast waters of Baltic, west of Oder. 

Coast waters of North Sea, Schleswig-Holstein. 

Waters of the Elbe. 

Waters of the Weser. 

Coast waters between Weser and Ems. 

Waters of the Ems. 

W aters of the Rhine. 

Lake of Constance. 

Waters of the Danube.. 

Lakes of upper Bavaria. 

Total. 

22,923 

5,988,111 



Of these ships 14,290 were built of wood; the remaining 8,633 of 
iron or other metal. While on all other rivers and canals of eastern 
Germany, wood is extensively used as building material for river 
craft, there were only 1,150 wooden ships among the 3,477 Rhine 
vessels, or approximately one-third. The largest draft, 5.8 meters 
(19.03 feet), is found among the first group (coast waters of the 
Baltic, east of the Vistula) ; the greatest length and height, 102.6 
and 9.8 meters (336.62 and 32.15 feet), respectively, is represented 
among the ships plying on the Rhine, while a vessel employed on 
the Elbe has the greatest beam, 13.8 meters (45.27 feet). Among 
the Rhine ships the greatest beam is 12.08 meters (39.63 feet). 

Consequently, according to the foregoing figures the fleet of German 
inland waterway ships consisted of 26,234 vessels, aggregating a car¬ 
rying capacity of 6,172,259 tons. Thereof 14,530 were wooden ves¬ 
sels and 11,704 vessels built of iron or other metal. The largest 
number of ships and greatest tonnage are employed on the Elbe 
waters, namely, 13,776 ships of 2,416,970 tons, the Rhine holding the 
second rank, there plying 4,044 vessels of 2,171,954 tons on this river 
and adjacent waters. Then follow the Oder waters (4,442 ships of 
1,014,714 tons), Weser waters (565 ships of 159,611 tons), coast 
waters of the Baltic, east of the Vistula (936 ships of 118,811 tons), 
Ems waters (1,118 ships of 103,330 tons), Vistula waters (578 ships 
of 83,215 tons), Danube waters (119 ships of 60,649 tons), etc. Not¬ 
withstanding the enormous traffic in Hamburg, which is the home 
port of 6,733 vessels plying on inland waterways, the fleet on the 
Elbe waters is only a little ahead of that employed on the Rhine, 
the difference in tonnage being 245,016 tons. 
























72 KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


The following statistical table also gives an interesting picture 
of the fleet of German river and canal vessels, particularly in regard 
to their relative size or tonnage: 

Fleet of German River and canal vessels on December 31, 1907. 


Num¬ 
ber of 
ships. 


Num¬ 
ber of 
ships 
the ton¬ 
nage of 
which 
has 
been 


ascer¬ 


tained. 


Total..... 

Ships without motive 

power. 

Ships with motive power. 
Passenger ships (includ¬ 
ing launches and motor 

boats). 

Freight ships. 

Tugs. 

Chain steamers. 


26,235 


22,923 

3,312 


26,191 


22,899 

3,292 


1,067 

642 

1,558 

45 


1,067 

641 

1,539 


Tonnage. 



Number of vessels the tonnage of which was— 

Total. 








800 


i>e- 
low 50 
tons. 

50- 

100- 

150- 

250- 

400- 

600- 

tons 


100 

150 

250 

400 

600 

800 

and 

more. 

5,913,020 

7,393 

3,537 

1,859 

6,301 

3,122 

1,867 

899 

1,213 

5,725,258 

5,095 

3,102 

1,658 

6,060 

3,037 

1,853 

888 

1,206 

188,762 

2,298 

435 

201 

241 

85 

14 

11 

7 

33,476 

70,580 

862 

164 

13 

19 

9 




345 

51 

63 

107 

45 

14 

9 

7 

81,654 

3,052 

1,071 
20 1 

203 

125 

107 

31 


2 


19 

8 










Vessels on the Elbe carry up to 1,500 tons burden, and have a 
draft of 1.90 meters (6.233 feet) when fully laden. Modern barges 
and canal boats are made of iron and steel chiefly. The Vereinigte 
Elbschiffahrts Gesellschaft, A. G., states that the average cost of a 
1,000-ton steel barge is 50,000 marks ($11,900), and an oak-wood 
barge 40,000 marks ($9,520). However, the wooden barges are rap¬ 
idly becoming obsolete. 

Special types of barges are in use for the transportation of lumber 
and iron of large dimensions, for which vessels without bulkheads 
are employed and in which an undivided hold is available. 

All vessels used on the Elbe and tributaries are adapted to medium 
stages, being always built with broad flat bottoms. 

IV. OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

While there is free competition on the Elbe, and of such an active 
nature that the section of the Hamburg bourse occupied by vessel 
owners is quite important, it is also true that a number of large cor¬ 
porations have forged to the front, maintaining organized services 
and exercising a power of control over rates and conditions. 

The Vereinigte Elbschiffahrts-Gesellschaften, A. G., Dresden and 
Hamburg, maintains an Elbe-going service by means of 71 side- 
wheel steamers, 24 chain steamers, and 34 harbor steamers; on the 
Saale the same company has 5 chain steamers; on the Oder 4 side 
and stern wheel steamers. The same company owns 29 warehouses 
and pontoon ships, 419 freight steamers, and 235 small lighters. The 
chain steamers referred to are propelled by means of a cogwheel, the 
teeth of which fit into a towing chain laid in the river bottom, on the 
principle of the cog and pinion mountain railways. The length of 
the towing chain on the Elbe from Niegripp to Melink is 458 kilo¬ 
meters (285 miles) and on the Saale from Barby to Halle 107 kilometers 
(66 miles). The indicated horsepower of the above-mentioned 71 






























RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 73 

side-wheel towing steamers varies between 250 and 1,200; they are 
from 50 to 72 meters (164 to 263 feet) long, 5.2 to 9 meters (17 to 
29 feet) wide, or 10.36 to 18.7 (33 to 61 feet) over the paddle box, 
and their crews consist of from 8 to 12 men. The company’s fleet 
includes 19 express freight steamers of from 170 to 350 indicated 
horsepower, and are from 55 to 65 meters (180 to 213 feet) in length 
and 5.5 to 7 meters (18 to 22 feet) wide, or 11.6 to 12.8 meters (38 
to 42 feet) wide over the paddle box. These express steamers have 
crews of 8 men. The company’s 30 chain steamers on the Elbe and 
Saale have 66, 90, 120, and up to 180 indicated horsepower, vary in 
length from 32 to 55 meters (104 to 180 feet), in width from 5.5 

to 8.2 meters (18 to 26 feet), and have crews of 7 men. Screw 

steamers to the number of about 39 have from 40 to 250 indicated 
horsepower, are from 12 to 25 meters (39 to 82 feet) in length, 3.2 
to 5.2 meters (10 to 17 feet) broad, and have crews of 3 and 4 

men. This company possesses a steam dredge, T steam launches, 

9 motor boats, 2 repair ships, 4 floating steam derricks, 19 floating 
steam winches, 5 small barges with winches, 9 stationary derricks, 
2 electric derricks, and 1 derrick for the removal of masts. In addi¬ 
tion to its own fleet, this company operates about 700 vessels on regu¬ 
lar time charters, and either owns or leases warehouses in Dresden, 
Magdeburg and Hamburg. 

The Neue Deutsche Bohmische Elbe-schiffahrt, A. G., was estab¬ 
lished in Dresden in 1907, and owns a fleet of 14 side-wheel tow¬ 
boats of from 500 to 1,225 indicated horsepower, 4 harbor steamers of 
from 250 to 375 horsepower, 50 iron freight barges of from 500 to 
850 tons carrying capacity, 7 wooden freight barges of from 400 to 
650 tons, about 70 chartered freight barges of from 500 to 1,200 tons, 
and a few small craft. 

The Neue Norddeutsche Fluss-Dampfschiffahrts-Gesellschaft, of 
Hamburg, maintains a freight and towing service between Hamburg, 
Magdeburg, Schonebeck, Aken, Wallwitzhafen, Torgau, and Berlin. 
It has at its disposition 8 side-wheel steamers of from 180 to 900 indi¬ 
cated horsepower, 1 twin-screw steamer of 280 horsepower. 4 harbor 
tugs of from 90 to 300 horsepower, 65 iron freight barges aggregat¬ 
ing 37,100 tons, 4 barges serving for warehousing purposes, and a 
number of small auxiliary vessels and derricks. 

Fr. Andreac, G. m. b. H., of Magdeburg, maintains a regular 
freight service on the Elbe between Magdeburg and Hamburg, a 
regular express service from Magdeburg to Berlin, Mecklenburg, and 
Silesia, and vice versa, and from Magdeburg to Stettin, other places 
in Pomerania and the Baltic provinces. The corporation operates 
5 freight steamers, 16 iron barges for the Elbe service, of from 500 
to 1,500 tons, for canal traffic 14 iron and 2 wooden barges, and a num¬ 
ber of smaller vessels stationary in the harbors of Stettin and Mag¬ 
deburg. The firm further owns a terminus of its own in Magdeburg, 
with steam and gas derricks and warehouses. 

The Berliner Lloyd, A. G., with its seat in Berlin, maintains a 
regular freight-towing service and daily express service between 
Hamburg and Berlin, a triweekly express service between Hamburg 
and Breslau, between Magdeburg and Landsberg on the Warthe, and 
Oder stations, as well as between Govatz, Oder stations, and Ham¬ 
burg. The company owns 23 express freight steamers of from 150 to 


74 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

300 horsepower and from 250 to 700 tons capacity, 2 motor barges of 
100 horsepower and 500 tons burden each, 5 tugs of from 150 to 300 
horsepower and 2,000 to 3,000 towing capacity each, and 5 smaller 
towing steamers of from 80 to 200 horsepower, 60 first-class freight 
barges, aggregating 50,000 tons carrying capacity, a steam derrick in 
Berlin, and a complete service in Hamburg for the handling of 
freight in the port, the fleet for this purpose consisting of 80 iron 
harbor barges. 

Lueders & Stange, of Hamburg and Liibeck, maintain a regular 
freight and express service from Liibeck to Hamburg, Lauenburg, 
Magdeburg, Berlin, and other stations on these routes. The express 
service between Hamburg is maintained by 2 steamers, besides the 
firm operates 12 of its own and a number of chartered barges; it 
possesses a modern terminus in Liibeck, with three spacious ware¬ 
houses. 

Behucke & Mewes, of Hamburg, maintain a freight and towing 
service between Hamburg and Magdeburg, Schonebeck, Aken, Wall- 
witzliafen, Torgau, Biesa, Meissen, Dresden, Laube, Tetschen, Schon- 
priesen, Aussig, and Berlin. The company owns 8 towing steamers 
of from 200 to 800 indicated horsepower, and besides, regularly 
employs a number of chartered steamships. 

The Privatschiffer Transportgenossenschaft e. G. m. b. H., of 
Alien on Elbe, is a corporation formed by a number of private barge 
owners; it was established in 1904 and consists of 676 members. 
They have at their disposal a fleet of 678 barges, aggregating 400,000 
tons. 

The canals and rivers are controlled by the various governments, 
none of which operate fleets of their own. The tendency, as is the 
case in all classes of German business, is toward organization upon 
the “ community of interests ” basis. Thus there is an Interessen- 
Geweinschaft between the Oesterreichische Nordwest Dampfschif- 
fahrts-Gesellschaft, the Deutsch Oesterreichische Dampfschiffahrt 
Actien Gesellschaft, the “Elbe” Dampfschiffahrts Actien-Gesell- 
schaft, for their mutual advantage. This fusion was created in 1907, 
and under it the first-named companies leased to the Vereinigte 
Elbeschiffahrts-Gesellschaft their entire business with their fleets, 
and obtained a proportionate share in the resulting profits. 

A few inland coal dealers at Berlin and elsewhere operate river 
vessels of their own for the transportation of bituminous and brown 
coal from Bohemia. There is no important ownership of vessels on 
the Elbe by railroads or producing concerns; neither are any fleets 
of merchant vessels owned or operated by public authorities. 

It was feared that when the combination referred to above, the 
Vereinigte Elbeschiffahrts-Gesellschaft, A. G., took over other im¬ 
portant interests it would exercise a monopoly of Elbe traffic. How¬ 
ever, very soon after the formation of this trust, the Deutsch 
Bohmische Dampfschiffahrts-Gesellschaft was organized, and there 
are a number of smaller concerns operating direct steamship and 
towing services, and, finally, the innumerable barge owners have an 
association by means of which they compete successfully against the 
large companies, and could strike back effectively in the event of a 
rate war breaking out. Since the individual barge owners are asso¬ 
ciated the difference between their organization and the very power- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 75 

ful one first described is one of degree rather than of principle. Per¬ 
haps it might be stated that the individual barge owner carrying on 
his own business in his own limited way no longer exists. 

V. TERMINAL FACILITIES. 

The Hamburg port equipment and organization probably has no 
superior in the world. Vessels engaged in inland navigation also 
have full use of the Hamburg quays, but there are no wharves or 
other terminal facilities specially constructed for river craft, other 
than a few sheds and derricks for the collection and manipulation of 
general merchandise, and these are owned and operated by the 
Vereinigte Elbeschiftahrts-Gesellschaft. 

As I have already stated, vessels employed on the inland waters 
usually come alongside the seagoing vessels in the port of Hamburg, 
from which they receive cargo, or into which they discharge their 
own. The city quays are well equipped with cranes of every descrip¬ 
tion and modern apparatus for handling grain and bulk articles. In 
this respect the port is certainly not in advance of first-class Ameri¬ 
can ports—probably the contrary. 

Railroad tracks are located alongside nearly all the quays of Ham¬ 
burg, thus permitting a direct exchange of traffic between the rail¬ 
roads and seagoing vessels. The track facilities are seldom used in 
connection with inland navigation, as the river craft have no need 
for such facilities. The only harbor in the port of Hamburg in which 
river barges lay is chiefly a winter refuge, and, indeed, has no rail¬ 
road connections at all. 

The docks of Hamburg, together with the free port, are all prop¬ 
erty of the State, managed in the interest of the general public. 
Such canal terminals as exist are privately owned and operated, 
but the real terminals are those created by nature, as already 
explained. 

DOCKAGE FEES AND TERMINAL CHARGES. 

[Extract from the Service Regulations and Tariff of Fees regarding the quays of Hamburg.! 

Sec. 22. For the use of the quays, including the quay sheds, the Hamburg 
quay administration charges the following fees: 

I. A tonne ge fee: 

(а) For discharging and loading and for discharging or loading within not 
more than five times 24 hours, 17.5 pfennigs per cubic meter net tonnage (4.16 
cents per 1.308 cubic yards net tonnage). 

(б) For every additional 24 hours of demurrage or fraction thereof, 3.5 
pfennigs per cubic meter net tonnage (0.8 cent per 1.308 cubic yards net tom 
nage). 

This fee is payable by the ship alone. 

II. A loading fee on all goods discharged or loaded over the quays of 10 pfen¬ 
nigs per 100 kilos (2.38 cents per 220 pounds). Of this loading fee seven-tenths 
are payable by the ship and three-tenths by the owner of the merchandise. The 
quay administration collects the entire fee from the representative of the ves¬ 
sel, leaving it to his discretion to collect from the owners of the goods their 
share in the fee. 

The administration is authorized to control the weight of shipments of goods. 
If the same is found to be in excess of 5 per cent over the declared weight the 
regular weighing fee (as per tariff referred to later) is collected. On goods 
in packages of an average weight usually entered in cargo manifests of ships 
according to the number of packages (such as barrels of herrings, hogsheads 
of wine, etc.) the weight is fixed by the quay administration. If other goods are 
found to be entered in cargo manifests without the weight being stated, and such 
weight not having been ascertained otherwise, the administration can cause 
such goods to be weighed at the expense of the ship’s representative, charging 
the regular weighing fees. 


76 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


III. If goods have been discharged at the quay from a seagoing vessel and 
are transferred at the same quay to another seagoing ship, or to a vessel en¬ 
gaged in coastwise trade, or to a barge, etc., the loading fee for the reloading 
of the goods is reduced to 5 pfennigs per 100 kilos (1.19 cents per 220 pounds) 
and the tonnage fee for the vessel receiving the merchandise to 12 pfennigs 
per cubic meter (2.S6 cents per 1.308 cubic yards) net tonnage, provided the 
use of the quay by the latter ship is restricted to the loading of such goods and 
is not intended for other purposes. 

IY. (a) At the time of delivery of goods imported by sea, payable by the 
recipient of the goods: 

1. Landward, except when delivered into railroad car (a special tariff of fees 
being prescribed for the service of the quay railroad), 8 pfennigs per 100 kilos 
(1.90 cents per 200 pounds). 

2. Into open or covered harbor barges, free. 

3. Into river craft, 5 pfennigs per 100 kilos (1.19 cents per 220 pounds). 

(b) At the time of delivery of goods destined for exportation by sea, payable 
by the deliverer of the goods: 

1. Delivered from land, 8 pfennigs per 100 kilos (1.90 cents per 220 pounds). 

2. Delivered by water, 10 pfennigs per 100 kilos (2.38 cents per 220 pounds). 

Sec. 23. If goods, such as bulk articles, are discharged over the quay directly 

into railroad car, or vice versa, without being stored in the quay sheds or on 
the quays, the following fees are charged instead of those above stated: 

1. On fertilizers of all kinds, pig iron, ore, nitrate, rice, asphalt, lead, coal 
and coke, cement, grain in bags, stones, sand, sugar, salt, kainite, slate, flag¬ 
stones, railroad rails and ties, cottonseed meal and cake, raw-iron goods, bar 
iron, magnesium chloride, crude zinc, as well as all other metals of low value, 
iron and steel wire (also barbed wire) in rings or embaling, coal briquettes, 
gypsum, and ice in blocks, and structural iron, 5 pfennigs per 100 kilos (1.19 
cents per 220 pounds). 

2. On cotton, hides, oil cake, wool, jute, herrings, potatoes, corkwood, dyewoods, 
empty bottles (loose, not packed) in crates, sheet iron, hay in bales, machinery, 
and meat, 7.5 pfennigs per 100 kilos (1.78 cents per 220 pounds). 

The Hamburg Department of Commerce and Navigation has the right to 
designate other goods as bulk articles of the foregoing classes subject to the 
lower rates of charges. 

This fee is payable by ship and recipient, or deliverer, each party paying 
one-half; however, the whole amount is collected from the ship’s representative, 
who has the right to charge the moiety to the owner of the goods. 

For the transportation of the said bulk goods over the tracks of the quay and 
harbor railway, the harbor railway fee, reduced to 3 pfennigs per 100 kilos 
(0.71 cent per 220 pounds), is charged. This reduced rate is only applied when 
the goods pass directly from ship into car, or vice versa, without being stored 
on the quay. 


If goods from a ship or a railroad car thus stored on the quays are, in conse¬ 
quence of a change in the disposition as to their destination, not loaded into 
car or ship, but are removed from the quay by cart or river craft, the fee pre¬ 
scribed in section 22 (IY), payable by the representative of the shipment is 
charged in addition to the fee prescribed in the first paragraph of this section, 
and in such case the fee also amounts to 5 pfennigs per 100 kilos (1.19 cents per 
220 pounds) when the goods are transferred into open or covered harbor barges. 

Sec. 24. If, with the consent of the quay administration, goods are delivered 
at a quay for a seagoing vessel which does not load such goods from alongside 
the quay, an additional fee (besides the one prescribed in section 22 (IV b)) is 
payable by the representative of the ship for the dispatch of the goods ex quay 
to ship. Such charges are as follows: 

1. If the ship has, during the same voyage, used the quay previously for dis¬ 
charging or loading, or for both, and has therefore paid the tonnage fee 10 
pfennigs per 100 kilos (2.38 cents per 220 pounds). 

2. If not, 20 pfennigs per 100 kilos (,4.76 cents per 220 pounds). 

_ 11Q U i —'T ^ ses where goods have been accepted, exceptionally, by the 
quay administration, which have neither been discharged from seagoiii" vessels 
nor are intended to be loaded into such vessels, a fee of 20 pfenSgs DerToo 
kdos (4.76 cents per 220 pounds) is charged for the receiving and^eUverin- 
of the goods, payable by the party at whose instance the work was done S 

Sec. 25 The fees for the use of the collecting and distributing shed in con 
nection with the transportation of goods over the lines of iho hihn,. o ^ C ° n " 
railroad are fixed by the “ Ei.erd^ahndCabRegniativ - of iugusfm^sls W 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 77 


A reduction of the tariff rates is granted, except in cases of the kind men¬ 
tioned in section 23, on bunker coal directly transferred from railroad car to 
vessel, without the assistance of employees of the quay administration or the 
use of material, tools, etc., belonging to it, the reduced charge being 1 pfennig 
per 100 kilos (0.24 cent per 220 pounds). However, the minimum fee is 1 mark 
(23.S cents) per railroad car. 

Sec. 26. (No charge is made for the storage of goods on the quays and in 
the quay sheds during the first two workdays after the day of discharge or 
delivery.) After such two free days the storage fee amounts to 2 pfennigs per 
100 kilos (0.48 cent per 220 pounds) per workday; however, some articles 
it is reduced or increased as follows: 

1. Grain, oil seed, flour, legumes, and cattle feed of all kinds, including oil 
cake, 1 pfennig per 100 kilos per workday (0.24 cent per 220 pounds). 

2. Empty barrels, baskets, boxes, etc., 6 pfennigs per 100 kilos per workday 
(1.43 cents per 220 pounds). 

3. Machinery, the storage of which is permitted in the open, 10 pfennigs per 
100 kilos per month (2.38 cents per 220 pounds). 

4. Bulk goods stored on the quay (sec. 23), 2 pfennigs per 100 kilos per 
month (0.48 cent per 220 pounds). 

On goods delivered on the quays, but removed again therefrom (sec. 24), 
the storage fee is charged from the date of delivery. 

Sec. 27. The weighing charges, payable by the person at whose instance the 
work is done, are as follows: 

1. Weighing goods at the time of storing or receiving, 6 pfennigs per 100 
kilos (1.43 cents per 220 pounds). 

2. Weighing and repiling goods, 10 pfennigs per 100 kilos (2.38 cents per 
220 pounds). 

3. Weighing goods by the piece, 12 pfennigs per 100 kilos (2.86 cents per 220 
pounds), but not less than 6 pfennigs (1.43 cents) per package. 

The weighing of goods loaded into railroad cars, in order to ascertain the 
weight for the railroad, is done free of charge, except for bulk goods (sec. 23) 
directly transshipped, if weighing of the goods on the part of the quay ad¬ 
ministration is desired by the owner. In such cases a weighing fee of 4 
pfennigs per 100 kilos (0.95 cent per 220 pounds) is charged. 

The foregoing weighing fees Nos. 1, 2, and 3 may also be charged when the 
weighing is done by the owner of the goods by means of his own instruments 
and with his own men. 

Sec. 28. In the way of cranage on packages or pieces weighing more than 2 
metric tons (2,200 pounds), including the use of chains, the following charges 
are made: 


Per 100 kilos (220 pounds). 


In transship¬ 
ment from 
railroad to 
ship, and 


In all other 
cases. 



vice versa. 


Pieces weighing (metric tons)— 

2 to 3 tons. 

Pfs. 

5 

Cts. 

1.19 

Pfs. 

10 

Cts. 

2. 38 

3 to 5 tons. 

10 

2.38 

20 

4.76 

5 to 7* tons. 

15 

3.57 

25 

5.95 

7* to 10 tons. 

20 

4.76 

30 

7.14 

10 to 12* tons. 

25 

5.95 

35 

8.33 

12 * to 15 tons. 

30 

7.14 

40 

9.52 

15'to 17 * tons. 

35 

8.33 

45 

10.71 

17* to 20 tons. 

40 

9.52 

50 

11.90 

20 to 25 tons. 

45 

10.71 

55 

13.09 

25 to 30 tons.. . 

50 

11.90 

60 

14.28 

30 to 35 tons. . 

55 

13.09 

65 

15.47 

35 to 40 tons. 

60 

14.28 

70 

16.66 

40 to 50 tons. 

65 

15.47 

75 

17.85 

50 to 00 tons. 

70 

16.66 

80 

19. 04 

60 to 70 tons. 

72i 

75 

17.25 

82* 

85 

19. 64 

70 to 80 tons. 

17.85 

20. 23 

80 to 90 tons. 

77* 

80 

18.45 

87* 

90 

20.83 

90 to 100 tons. 

19.04 

21.42 

100 to 110 tons. 

82* 

85 

19.64 

92* 

95 

22.02 

110 to 120 tons. 

20.23 

22. 61 

120 to 130 tons. 

87* 

90 

20.83 

97* 

100 

23.21 

130 to 140 tons. 

21.42 

23. 80 

140 to 150 tons. 

100 

23.80 

100 

23.80 


































78 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


If the loads are desired to be deposited longer than is necessary for the 
transfer, one-lialf of the cranage is charged for the second lifting, besides the 
regular storage fees. 

Sec. 29. For work performed outside the regular hours of labor, an additional 
fee is charged for every discharging and loading gang, as follows: LTntil 10 
p. m., 5 marks ($1.19) per hour or fraction thereof after 10 p. in., 7.50 marks 
($1.78). 

On Sundays and holidays the additional fee is 15 marks ($3.57) for every 
discharging or loading gang. 

Sec. 30. The minimum charge of any kind under the foregoing tariff is 30 
pfennigs (7.14 cents). Fractions of 100 kilos are counted a full 100 kilos, and 
bills are always rendered in round figures. 

Sec. 31. For the issuance of a certificate, as well as for the filing of an 
application for the storage of goods, a fee of 1 mark (23.8 cents) is collected. 

For the issuance of a certificate regarding the partial delivery of a shipment, 
a fee of 30 pfennigs (7.14 cents) is charged. 

For the repairing of packings and for other extraordinary work, 20 per cent 
thereof is charged in addition to the actual cost or expense. 


VI. TOLLS AND FREIGHT RATES. 


Tolls are not charged on German rivers, but only on artificial 
canals. The following is the tariff of fees per ton of 1,000 kilograms 
(2,200 pounds) in effect on the Elbe-Trave Canal, which is within 
this jurisdiction, and payable when vessels pass the pay stations at 
Lauenburg and Bussau: 

1. On goods transported, namely 2 


Class I— 
Class II_ 
Class III 
Class IV 


Pfennigs. 

_11 ($0. 026) 

_ 9 ( .021) 

_ 7 ( .016) 

_ 5 ( .011) 


The minimum charge is the fee payable by an empty vessel, as 
stated in paragraph 2. 

2. On empty vessels, 0.2 pfennig ($0.000476) per ton capacity. 

3. On tugs, without ships in tow, 1 mark ($0,238). 

4. On passenger ships, 0.5 pfennig ($0.00119) per capita of persons 
allowed to be transported. (This fee is charged only when such 
ships have passengers on board; otherwise a fee according to para¬ 
graph 2 is charged.) 

5. On fishing vessels, small sailing yachts, and other small craft 
not measured and used for the transportation of goods, if accom¬ 
panied by a vessel of one of the above classes, 50 pfennigs ($0,119) ; 
otherwise, 2 marks ($0,476). 

6. On rafts, 15 to 20 pfennigs ($0,035 to $0,047) per 10 square 
meters (107.64 square feet) of surface, according to the kind of 
timber used. 

7. On goods transported on rafts, 50 pfennigs ($0,119) per raft. 

8. On ships permitted to pass the locks ahead of others arrived 
before: 

(a) Laden vessels, passenger boats with passengers on board, tugs 
not towing, and rafts, 50 per cent additional charge to the regular 
fee. 

(b) Empty vessels, 4 pfennigs ($0.0095) per ton capacity. 


1 Goods are graded according to the general value and divided into four classes, for 
which a lengthy list exists. 











RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 79 


9. For the use of landing stages, namely: 

{a) For discharging and loading of goods, per ton, if more than 
3 tons are moved: 


Class I-_- 
Class II- 
Class III 
Class IV 


Pfennigs. 

_G ($0.0143) 

_5 ( .0119) 

_ 4 ( .0095) 

_ 3 ( .0071) 


(b) For the moving of rafts, 4 pfennigs ($0.0095) per 10 square 
meters (107.64 square feet) of surface. 

Exempt from the payment of fees are goods and other articles 
which are the property of the German Empire, the King of Prussia, 
and the States of Liibeck and Prussia, dinghies belonging to large 
vessels and passing the pay stations with the latter, and tugs admitted 
by the canal administration. 

There are no official tariffs for the transportation of freight on 
rivers and canals, as there is considerable competition and the rates 
fluctuate materially according to the demand for tonnage. In my 
report, dated August 16, 1909, examples were supplied of the com¬ 
parative freight rates on the same classes of goods by rail and water, 
and from that report I quote a few of those examples: 


[Rates per ton-mile.] 



By rail. 

By water. 

Distance. 

Rate. 

Distance. 

Rate. 

Hamburg-Cologne. 

Miles. 

267 

68 

156 

41 

71 

174 

379 

286 

$0.0085 

.0109 

.0096 

.0127 

.0111 

.0097 

.0075 

.0083 

Miles. 

342 

87 

181 

50 

93 

233 

493 

351 

$0.0049 

.0082 

.0035 

.0142 

.0076 

.0030 

.0030 

.0035 

Hamburg-Kiel. 

Hamburg-Magdeburg... 

Hamburg-Liibeck. 

Hamburg-Bremen. 

Hamburg-Berlin. 

Hamburg-Breslau. 

Hamburg-Dresden. 



Freight rates on the Elbe have fluctuated from 14 to 42 pfennigs 
($0,033 to $0,099) within one month. Much depends, as respects that 
particular river, upon the demand for tonnage for return cargo, as 
the Elbe is a river upon which freight is carried both ways, while on 
the Rhine freight is carried chiefly in one direction. Thus it may 
happen that there is an excessive demand for tonnage for freight 
from Hamburg to the interior and an absence of cargo for the return 
trip. At other times precisely the opposite situation may exist, and 
at still other times the demands for tonnage in both directions may 
about balance. Offers for transportation are made upon the Ham¬ 
burg bourse every day, just as stocks and bonds and merchandise 
are offered for sale, and while the existence of large combinations of 
freight carriers tends to steady rates the changes are, nevertheless, 
frequent and rapid. The following extracts from reports issued by 
the Hamburg Chamber of Commerce set forth the German view of 
the situation in respect to river transportation: 

1901. Development of river navigation not favorable. After a long winter 
and late opening of navigation business developed briskly, but calmed down in 
summer. At times water so low in the Elbe that barges to the middle Elbe could 
























80 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


only be half laden. Traffic above Dresden could only be maintained with diffi¬ 
culty. Same condition prevailed on the Oder. Deficiency in shipments of bulk 
goods depressed freight rates, and even large shipments of raw sugar and salt 
did not relieve the situation. 

1902. The year a very unfavorable one. Due to general depression, freight 
rates were low. and the rise in these rates generally observed in spring because 
of the quantity of goods accumulated during winter failed to set in, because the 
preceding winter was very mild. Private barge owners suffered considerably 
under this situation. In fall freight rates on downward-bound goods increased, 
but not on those moved in the opposite direction. Improvement was not of a 
long duration, as winter set in early and navigation was consequently closed. 
It is hoped, however, that the deficiency caused thereby will be covered by the 
coming spring business. 

1903. The situation remained unchanged in general. Although the quantity 
of goods shipped is increasing (chiefly sugar for exportation) and channel 
depth is generally favorable, competition makes itself too much felt; freight 
rates and towing charges remain too low, so that the business is not remunera¬ 
tive. In fall rates go up, chiefly on account of general improvement of com¬ 
merce. The unsatisfactory situation in river navigation caused the three 
largest Elbe shipping companies to unite their interests by means of a fusion, 
hoping by doing so to be able to utilize their floating material more favorably 
and otherwise to obtain better results, chiefly by means of quicker transporta¬ 
tion, without increasing freight and towing rates. Improper action on the 
part of the combine is not feared, as the same in no way represents the entire 
Elbe shipping, but would have to count always with keen competition by out¬ 
siders. It is hoped that this step is one toward sanitation of navigation on the 
Elbe, not alone to the benefit of the latter itself, but also of trade in general. 

1904. Efforts to improve conditions in Elbe shipping business by means of 
further combinations have become useless, due to the extraordinary drought. 
In consequence of the latter the level of the Elbe sinks to 2.3 centimeters 
(0.9025 inch) below the zero mark, and in many places the river bed dried out 
entirely, an extraordinary occurrence. The prolonged drought caused shipping 
to be interrupted during fully three months, and goods usually transported 
over the waterways had to be shipped by rail or stored, thus in many cases 
being out of reach of their owners. In October, when navigation was resumed, 
an extraordinarily large demand on barge tonnage made itself felt, so that in 
many places there were not sufficient vessels available. A considerable rise 
in freight rates was the consequence, notwithstanding the profit derived there¬ 
from does not suffice to make good for the previous deficiency. The individual 
owners of single barges suffer the greatest losses. 

1905. A lively traffic both ways enabled owmers of barges and river steamers 
to maintain freight rates at a remunerative level. Channel depth was gener¬ 
ally favorable, so that the tonnage of the barges could be wholly utilized 
throughout the year. In general, the year was one likely to repair the damages 
of previous years. 

1906. The expected rush as a forerunner of the increase of tariff rates going 
into effect on March 1 did not set in to the degree generally anticipated. 
Nevertheless business was favorable, and remunerative freight rates were paid. 
Later in the year freight rates receded, particularly so after the agreement 
between the Elbe steamship companies had been canceled. 

The channel depths recede so considerably during August that in the begin¬ 
ning of September the companies in Dresden are compelled to discontinue 
shipping for a short while. Through this drought freight rates went up, and 
inasmuch as the fall business set in rather early the increased rates formed a 
favorable basis for the rest of the year. However, a strike breaking out in 
the middle of October and lasting until November somewhat influenced the 
situation. In general, the year was not a profitable one. 

1907. River navigation looks upon this year as a favorable one, and daily 
freight rates were generally high; only during the last month business turned 
slack. River shipping business is influenced somewhat by the strike of the long¬ 
shoremen in Hamburg, inasmuch as this strike broke out at a time when business 
was favorable everywhere. In summer the Elbe shipping companies, which 
come into consideration for the local place, namely, the Privatschiffer Transport- 
gesellschaft Dampfscliiffalirts Aktien-Gesellschaft, the “Elbe, and the Deutsch- 
Oesterreichische Dampfschiffahrts A. G., leased their business to the Yereinigte 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 81 

Elbescbiffahrts Gesellschaften, A. G., so that the latter obtained a monopoly¬ 
like position in the Elbe trade. However, in the fall a new enterprise, the 
“ Deutsche Bohmische Dampfschiffahrtsgesellschaft,” was established, and thus 
new competition created. 

1908. The year was one unfavorable to a high degree. The quantities of 
bulk articles shipped during spring and summer were considerably smaller than 
in the last preceding year. The effect was one particularly disadvantageous, 
as navigation could be opened early in the year, and as high water prevailed 
everywhere almost throughout the summer so that barges could be loaded to their 
maximum capacity. As business on the Oder was also slack, keen competi¬ 
tion by ships generally employed on that river made itself felt on the Elbe/ 
particularly in trade with the Havel. Freight rates remained on an extraor¬ 
dinarily low level throughout the year, and after a rise of short duration in 
July sank still lower during the latter six months as a consequence of lack of, 
demand for tonnage. 

Goods transported upon express steamers, which are 40 per cent 
faster than the slow boats, pay a rate which is double and sometimes 
which is three times as high as ordinary river freight rates. 

There is no prorating arrangement between the water lines and 
state railways. There is, in fact, great competition between these 
two systems of transportation. The railroads have met the situation, 
to some extent, by offering favorable export rates on certain classes 
of goods. There is no legislation in Germany regarding the rela¬ 
tions between the railroads and inland-water systems of transporta¬ 
tion, neither is there any governmental restriction as to the lowering i 
of railroad rates for purposes of competition with water rates. It 
probably would be regarded as contrary to public policy to institute' 
a system of railway tariffs which might break down the river-ship¬ 
ping interests, which, in the long run, can handle bulk freight at a 
lower cost per ton-mile than is possible by railroad. It is un¬ 
doubtedly the desire of the German people to maintain river and 
canal transportation up to the point of its highest efficiency. 

German shippers insure their goods on inland waterways. The 
risk is not assumed by the carrier, although the latter frequently at¬ 
tends to the formalities, acting in the capacity of insurance agent, 
the premium in this case being added to the freight rates which are 
quoted either with or without insurance, according to the desire of 
the shipper. 


Goods shipped from Hamburg to the interior by rail. 


1899. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

1906. 

1907. 

1908. 


Food 

products. 

Building 
material 
and fuel. 

Raw prod¬ 
ucts and 
semiman¬ 
ufactures. 

Dry goods 
and fancy 
articles. 

Products 
of arts and 
industries. 

Tons. 

353,393 

360,331 

338,459 

357,298 

355,811 

505,096 

523,531 

529,165 

663,971 

606,907 

Tons. 
99,878 
154,801 
100,589 
98,063 
72,464 
105,781 
186,761 
128,156 
147,446 
126,253 

Tons. 

599,339 

675,254 

675,732 

615,004 

609,511 

926,791 

730,650 

920,112 

964,696 

961,823 

Tons. 

14,499 

20,335 

15,448 

15,949 

14,763 

20,587 

21,541 

24,951 

24,918 

22,604 

Tons. 

96,418 

154,060 

92,124 

83,985 

81,990 

120,576 

135,290 

161,209 

172,801 

161,655 


Total. 

. 1 


To718. 

1,163,527 

1,306,414 

1,222,352 

1,170,299 

1,134,539 

1,678,822 

1,697,773 

1,763,593 

1,973,832 

1,879,246 


65734—11-6 
























82 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY 
Goods arrived in Hamburg from the interior by rail. 



Food 

produets. 

Building 
material 
and fuel. 

Raw prod¬ 
ucts and 
semiman¬ 
ufactures. 

Dry goods 
and fancy 
articles. 

Products 
of art and 
industries. 

Total. 

1899 . 

Tons. 

341,559 

Tons. 

1,200,091 

Tons. 

254,712 

Tons. 

46,860 

Tons. 
357,570 

Tons. 

2,200,792 

1900. . 

398,400 

1,179,536 

1,277,863 

295,659 

51,987 

435,295 

2,360,877 

1901 . 

386,326 

324,106 

46,557 

388,484 

2,423,336 

1902 . 

408,493 

1,308,084 

309,993 

SO', 254 

412,337 

2,489,161 

1903 . 

412,527 
445,144 
335,718 
416,840 
466,206 
452,152 

1.352,557 

276,314 

53,265 

451,358 

2,546,021 

1904 . 

1.513,624 

474,039 

57,807 

546,200 

3,036,814 

1905 . 

1,535,060 

1,774,878 

1,816,107 

367,433 

390,578 

59,868 

567,075 

2,865,154 

1906. 

66,050 

640,063 

3,288,409 

1907. 

408,484 
434,523 

67,789 

700,306 

3,458,892 

1908. 

1,780,965 

58,382 

631,455 

3,357,477 



Goods shipped from Hamburg to the interior by ivater. 


Food 

products. 

Building 
material 
and fuel. 

Raw prod¬ 
ucts and 
semiman¬ 
ufactures. 

Dry goods 
and fancy 
articles. 

Products 
of art and 
industries. 

Total. 

1899. 

Tons. 
1,164,299 
1,074,893 
1,397,165 
1,227,662 
1,272,908 
954,756 
1,571,146 
1,509,215 
1,609,448 
1,263,246 

Tons. 
618,283 
763,396 
574,532 
619,386 
739,812 
561,282 
1,038,809 

Tons. 

1,679,596 

1.560.558 
1,457,034 
1,431,153 
1,729,335 
1,456,035 

1.964.558 
2,171,542 
2,347,708 
2,193,764 

Tons. 
6,580 
5,764 
6,546 
8,259 
7,264 
4,098 
6,732 
4,347 
7,727 
7,876 

Tons. 
45,370 
52,603 
54,664 
49,424 
50,449 
36,845 
62,220 

Tons. 

3,514,108 

1900. 

3,457,214 

1901. 

3,489,941 
3,335,884 
3,799,768 
3,013,016 
4,643,465 
5*007,984 
5,844,143 
5. 522,724 

1902. 

1903. 

1904. 

1905. 

1906. 

1,263^463 
1,811,191 
1,994,136 

59,417 
68,069 

1907. 

1908. 

63', 702 



Goods arrived in Hamburg from the interior by water. 



Food 

products. 

Building 
material 
and fuel. 

Raw prod¬ 
ucts and 
semiman¬ 
ufactures. 

Dry goods 
and fancy 
articles. 

Products 
of art and 
industries. 

Total. 


Tons. 

Tons. 

Tons. 

Tons. 

Tons. 

Tons. 

1899. 

1,185,613 

617,360 

506,380 

1,729 

124,358 

2,435,440 

1900. 

1,312,343 

557,542 

596,443 

1,529 

139,063 

2,606,920 

1901. 

1,267,254 

525,C99 

653,011 

1,277 

118,965 

2,565,606 

1902. 

1,141,423 

587,681 

588,237 

1,807 

130,265 

2,449,413 

1903. 

1,612,161 

730,936 

707,407 

2,712 

173,770 

3,226,987 

1904. 

979,620 

541,157 

532,603 

2,294 

122,382 

2.178,056 

1905. 

1,057,611 

832,296 

925,036 

4,686 

181,543 

3,001,172 

1906. 

1,498,088 

969,961 

905,350 

5,013 

189,385 

3,567,797 

1907. 

1,258,872 

912,605 

813,900 

4,924 

196,507 

3.186,808 

1908. 

1,241,793 

907,232 

755,401 

3,980 

174,370 

3,082,776 









































































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 83 
Vessels and rafts arrived in Hamburg from the Upper Elbe during 1908. 


Self-propelled freight steamships. 




■ 

From— 

Laden. 

Empty. 

Num¬ 

ber. 

Tonnage. 

Num¬ 

ber. 

Tonnage. 

Total. 

Aver¬ 

age. 

Total. 

Aver¬ 

age. 

Oder. 

75 
296 
126 
2,134 

21,313 
72,391 
38,382 
256,965 

284 

245 

305 

120 




Havel. 




Saale. 




Elbe. 

Elbe-Trave Canal. 

67 

9,127 

136 

Total. 







2,631 

389,051 

148 

67 

9,127 

' 136 


From— 

Barges in tow. 

Steam tugs. 

Laden. 

Empty. 

Num¬ 

ber. 

Tonnage. 

Num¬ 

ber. 

Tonnage. 

Num¬ 

ber. 

Tonnage. 

Total. 

0 

Aver¬ 

age. 

Total. 

Aver¬ 

age. 

Total. 

Aver¬ 

age. 

Oder. 

847 

289,616 

342 

6 

1,769 

295 

4 

622 

130 

Havel. 

1,469 

480,957 

327 

5,165 

2,004,218 

388 

1,082 

104,782 

97 

Saale. 

555 

189,919 

542 

2 

610 

305 

2 

134 

67 

Elbe. 

8,264 

3,975,589 

481 

2,710 

1,254,943 

463 

1,275 

248,841 

195 

Elbe-Trave Canal. 

557 

131,008 

235 

202 

77,847 

385 

2 

40 

20 

Total. 

11, 692 

5,067,089 

433 

8,085 

3,339,387 

413 

2,365 

354,419 

150 


WAGES PAID ON INLAND WATERWAYS. 

On express and other steamers plying on the Elbe the masters re¬ 
ceive from 130 to 140 marks ($30.94 to $33.32) per month, the engi¬ 
neers from 115 to 125 marks ($27.37 to $29.75), the first mate 125 
marks ($29.75), and the second mate 100 marks ($23.80). The 
monthly wages of the firemen amount to from 90 to 100 marks ($21.42 
to $23.80), and of the deck hands to from 90 to 95 marks ($21.42 
to $22.61). 

Besides this, these employees receive mileage, extra compensation, 
as follows: 

I Per kilometer.] 


Between Hamburg and. 

Magdeburg; 

Dresden. 

Laube. 

Pfen¬ 

nigs. 

Cents. 

Pfen¬ 

nigs. 

Cents. 

Pfen¬ 

nigs. 

Cents. 

Masters. 


1.55 

5 

1.19 

5 

1.19 

Engineers. 

4i 

1.07 

3£ 

.83 

3£ 

.83 

First mate. 

4* 

1.07 

3i 

.83 

3£ 

.83 

Second mate. 

3i 

.83 

2i 

.59 

21 

.59 


( 2 

.47 

u 

.30 

I4 

.30 

Firemen. 

\ 3 h 

.83 

2 | 

.59 

2 * 

.59 

Deck hands. 

2 

.47 

H 

.30 

1* 

.30 













































































84 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

On certain other routes these extra wages are a trifle higher. 

The wages of employees on barges are as follows: Mates (helms¬ 
men), from 130 to 145 marks ($30.94 to $34.51) per month while 
the vessel is in service and 110 marks ($26.18) during the winter 
months. 

Boys on barges and steamships earn wages as follows: First year, 
40 to 45 marks ($9.52 to $10.71) per month; second year, 45 to 50 
marks ($10.71 to $11.90), per month; third year, 55 to 60 marks 
($13.09 to $14.28) per month; fourth year, 65 to 70 marks ($15.47 to 
$16.66) per month, with a slight extra compensation for mileage on 
certain routes. 

Employees on barges or other towed vessels receive no extra com¬ 
pensation for mileage. 

Many private barge owners attend to the navigation of their ves¬ 
sels personally, with the assistance of their wives, children, and often 
of other relatives as well, who in such cases frequently do not receive 
a fixed rate of wages, but a share in the profits. 


RIVERS AND CANALS IN THE CONSULAR DISTRICT OF 
MAGDEBURG. 

Report by James L. A. Burrell, Vice Consul. 


I. PUBLIC SUPERVISION. 

(a) The supervision over the navigable streams and canals in 
Prussia is in the hands of the State; in the Kingdom of Saxony, the 
Duchy of Anhalt, the State of Hamburg, and the Grand Duchies of 
Mecklenburg, which are watered by the Elbe or its tributaries, the 
supervision is exercised partially by special administrative bodies 
under the respective governments, and partially by the General Gov¬ 
ernment itself. 

In Prussia a uniform organization has been created for the Elbe 
and Saale Rivers, as well as for their tributary streams for fixed 
distances, in the Royal Elbstrombauverwaltung (administration of 
the Elbe stream), at the head of which is the Oberprsesident (roughly, 
provincial governor) of the Province of Saxony in Magdeburg as 
chief. Under the Elbstrombauverwaltung are seven water inspector¬ 
ships (Wasserbauinspektionen)—two in Magdeburg, one of which 
supervises the lower Saale, and one each in Torgau, Tangermunde, 
Wittenberge, Hitzacker, and Lauenburg. 

(b) 1 . The official bodies have allowed private capital to utilize 
navigation for commerce, and have neither a direct nor indirect 
influence on the capitalization of navigation corporations. 

2. For this reason reports of operation are not issued by the 
official bodies. The private corporations report at the close of the 
year on the extent of business done for the benefit of the stockholders, 
who make public as much of this information as they think best. 
(See below, under II ( b ).) 

For a number of years statistics of water-borne traffic were col¬ 
lected at the various terminals and sent to the statistical bureau 
(Statistisches Amt) in Berlin for compilation and publication. 
But in spite of voluminous and difficult work, a perspicuous and ac¬ 
curate view could not be obtained. Accordingly a new system was 
introduced at the beginning of the year 1909, in the furtherance of 
which the cooperation of the navigation companies was counted upon. 
This system failed on account of the unreliability and refusal of the 
special assistance expected, so that no official statistics for the year 
1909 will be compiled. 

The regulation of the freight rates is wholly the affair of the navi¬ 
gation companies concerned. 


85 



86 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


II. WATERWAY IMPROVEMENTS. 

(a) Formerly the various States and official bodies collected taxes 
for the use of the waterways and only irregularly and in case of 
great need made appropriations for their maintenance and improve¬ 
ment. But in the course of time the activity of the State in the 
improvement of the waterways increased and the tolls, etc., decreased, 
particularly as it became necessary to compete with the railroads, 
until finally in 1870 all tolls and duties on the natural waterways 
(rivers) were abolished. 

In spite of the appropriations, in some cases very large, which the 
State made from time to time, the conditions were still far from 
being satisfactory, and the Prussian Government established, there¬ 
fore, in 1866 the Elbstrombauverwaltung mentioned above. From 
this time, with the aid of adequate appropriations, a regular and 
systematic method of river improvement began, which has proven 
extraordinarily satisfactory, owing largely to the expert and far¬ 
sighted distribution of the funds at its disposal by the central 
authority. 

The improvements made may be classed as follows: “ Coupierun- 
gen” (cuttings, the removal of impeding tongues of land, etc.), 
“Buhnen” (tongues of land built out into the stream in order to 
make a channel of even width in flat country), “ Deck-und Parallel- 
werke ” (built in case of sharp bends, particularly such with receding 
banks), “ Grundschwellen ” (subaqueous constructions to prevent any 
washing out of and to give support to the “Buhnen”), and Bag- 
gerungen” (dredgings). The land washed up between the construc¬ 
tions on the banks was planted and strengthened, thus serving on 
the one hand to make the banks more secure and on the other 
furnishing material for the corrective constructions. The lines 
of correction established by the stream improvement commission 
(Strombaukommission) appointed for the purpose were built out 
systematically with due consideration of local conditions, and per¬ 
manent shoals and temporary deposits were removed. The winter 
harbors already in existence were enlarged and improved and new 
ones constructed. An organized river police was established and 
a careful marking of the changeable channel was introduced, by 
means of which, with the aid of reports which are telegraphed and 
immediately published, the boatman is able to regulate the amount, 
respectively the weight of his cargo. Notifications of high water 
and of the movements of the ice warn the boatman in time of 
approaching danger. 

The channel established by means of the various improvements 
mentioned above made possible an increase in the tonnage of the 
vessels, a reduction in the number of the crew, and a shortening of 
the running time. The narrowing of the channel and the decrease 
of the shallows exerted a favorable influence against the formation 
of ice floes. Such improvements were made for the Saale and 
Unstrut, as well as for the Elbe, except that the construction of locks 
was necessary in the two rivers just mentioned. 

(Z>) The improvements mentioned in the foregoing have also been 
made in other navigable rivers and in all cases at the expense of the 
State. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 87 

Expenses incurred for the benefit of inland navigation on the Elbe 
were as follows: 

Cost of the various improvements made during the last 40 years: 


Expended by Prussia-$S, 284, 800 

Expended by Anhalt and Mecklenburg_ 2, 070, 600 


10, 305,400 

Eunning expenses, i. e., cost of maintenance, being the average 
annual expenses during the last ten years: 


Prussia-$333,200 

Anhalt and Mecklenburg_ 34, 510 


367, 710 

Navigation on the Elbe is free. 

By far the greater part of the harbors on the Elbe are the property 
of the Government, and serve principally to afford protection to 
vessels in winter. The terminal facilities in these harbors, however, 
which serve the interests of commerce and industry, belong to private 
companies, not to municipal corporations. The commercial and 
trade harbor of Magdeburg belongs to and is administered by the 
municipality. The harbor in Aken belongs to a stock company. 

The fees for the harbors on the Elbe belonging to the Government 
are regulated to cover the cost of maintenance. Only for such ves¬ 
sels as use the protecting harbors are fees (Winterliegegebiihren) 
exacted, and, in case goods are stored, there are also fees for storage 
(Ufergeld). The amount of the fees is different in the different 
harbors, corresponding to the cost of construction of the latter; the 
fees paid at the Torgau Harbor, for instance, being three times as 
high as at Lauenburg. 

Expenses incurred for the benefit of navigation on the Saale and 
Unstrut were as follows: 

Cost of various improvements during the last forty years: 


Prussia: 

For river improvements (Korrektionsbauten)_!_ $1,225,700 

For building new locks—-- —107,100 

Anhalt __^__102, 340 


1, 435,140 

Average annual cost of maintenance during the last ten years: 

Prussia__.___ $22, 610 

Anhalt ___ 30, 710 


33, 320 

Navigation on the Saale and Unstrut is not free, as the expense of 
the locks is considerable; lock toll, based on the tonnage of the vessels, 
is therefore exacted. The average yearly income during the last 
ten years from this source and others was as follows: 


Prussia: 

Lock toll _— -———- 

Pasture, sand and gravel, rent. 


$5, 712 
952 


$6, 664 
1,428 


Anhalt 





















88 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


The most important tributary of the Elbe, not only in respect to 
navigation, but also owing to the amount of water it brings into the 
main stream, is the Havel, whose various water courses were long ago 
united by canals, and thus made navigable. During the last 40 years 
the State has enlarged and improved the already existing canals and 
constructed new ones, and has also built new locks and harbors. 

The expenses incurred by Prussia for improvements on the Havel 
during the last 40 years, including lakes and canals, are: 


For the channel of the Havel_$3, 534, 300 

Tributaries_ 666, 400 


4, 200, 700 

Average annual cost of maintenance during the last ten years: 

Havel_$39,032 

Tributaries_ 9, 520 

48, 552 

As opposed to these figures, the average amount collected annually 
during the last ten years in lock tolls is: 

Havel_ $209,440 

Tributaries_ 1, 428 

210, 868 

For the use of the terminal facilities, etc., on the banks, which are 
the property of municipalities, fees are exacted, which are so adjusted 
as to pay a low rate of interest on the capital invested as well as to 
cover the costs of maintenance. 

It is further to be remarked that in the figures just given the 
expenses for the Spree, so far as this river is in Berlin and its imme¬ 
diate vicinity, are not included. 

Worthy of particular mention is the Elbe-Trave Canal. This was 
constructed at the particular instance of the State of Liibeck, which 
was seriously endangered as a seaport and commercial center by the 
sudden growth of Hamburg and by the competition of the railroads. 
For these reasons a good connection with that highway of commerce, 
the Elbe, was of great importance to Liibeck, and although by far 
the greater part of the Elbe-Trave Canal is in Prussia and only a 
small portion in the State of Liibeck the costs were divided as fol¬ 
lows: 


Liibeck-$ 3 , 820, 852 

Prussia- 1 , 642, 200 

Towns on the canal_ 142, 800 


5, 605, 852 

The expenses incurred for that part of the Elbe under the super¬ 
vision of the Elbstrombauverwaltung in Magdeburg, both for im¬ 
provement and maintenance, are given for each year from 1815 to 
1908, inclusive, on page 2 of the second part of the Mitteilungen der 
Elbstrombauverwaltung for 1907 and 1908. In these figures are 
included under costs of maintenance the construction of winter har¬ 
bors, the inspection of ship mills, and the purchase of vessels and 
dwellings for the employees of the river administration. (This was 
a maneuver to secure the necessary appropriations from the Prus¬ 
sian Diet.) The expenses given in the last column for the years 1900 















RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 89 
% 

and following were incurred, as experience has taught that the 
“Buhnen” (strips of land extending into the river to regulate the 
current), which are protected with stone, are much more durable 
and offer a better resistance than those which are strengthened by 
planting grass, etc., thereon. 

III. FLOATING EQUIPMENT. 

(a) 1 to 4. The self-propelled vessels used on the Elbe are the 
steamers which carry fast freight. The transportation of fast 
freight is, in comparison to ordinary freight, unimportant. The 
steamers used for fast freight are usually intended for the canals and 
are of moderate size. 

On the Elbe and its tributaries, as well as on the canals, the barges 
are towed by steamers (side-wheel, chain-and-screw steamers). The 
sized and draft of the vessels is determined by the region in which 
they are to be used. Each vessel is officially gauged as to its tonnage, 
which must be clearly marked thereon. 

The number, kind, material, and tonnage of the vessels domiciled 
on the Elbe between the German-Austrian boundary and Hamburg 
for the years 1872 to 1908 are given on page 20 of the “ Mitteilungen, 
mentioned above, while the table on page 21 shows the dimensions 
and tonnage of the Elbe vessels which may be considered as typical 
for the years 1832 to 1908. 

Besides the Elbe barges there are many vessels from other water¬ 
ways employed in traffic upqn the river, and the dimensions and ton¬ 
nage of these vessels are also given on page 21 of the pamphlet in 
question. 

The group of the smallest vessels (up to 150 tons), which were 
formerly used to a large extent for transporting freight longer dis¬ 
tances, has been found too expensive for modern transportation needs, 
and vessels of this type are being replaced by larger boats on larger 
streams, while on the unimproved smaller rivers and canals they 
can not compete with the railroad. 

Vessels of a somewhat larger size, however (150 to 250 tons), are 
employed to a large extent, and their number has considerably in¬ 
creased during the last twenty-five years. 

As will be seen from the table to which has be'en referred, a great 
many barges, viz, most of those of middle size and all the large ones, 
are built of iron. Barges of oak last longer than those of pine, but 
are correspondingly more expensive. 

5. As the cost of the various types of boats depends, of course, 
upon the material, size, and construction, it seems advisable to state 
the prices of such barges as are most commonly used on the Elbe at 
this time. 

A 1,000-ton barge of pine wood costs 30,000 marks ($7,140) and 
lasts about twenty years; a barge of the same size built of oak costs 
40,000 marks ($9,520) and can be used thirty to thirty-five years; 
built of iron, a vessel of the same kind and size costs 55,000 marks 
($13,090) and lasts about fifty years. A 600-ton iron barge costs 
35,000 marks ($8,330) and one of the same tonnage built of wood 
20,000 to 25,000 marks ($4,760 to $5,950). 

Experience has taught that steamers to be used for towing pay 
best when they have engines with 1,000 horsepower. Such a steamer 


90 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

with all the modern appliances, etc., costs 250,000 marks ($59,500) 
and can, when the height of the water is normal, tow a train of 
barges which carry together 100,000 centner (11,000,000 pounds) 
freight from Hamburg to Magdeburg (300 kilometers, or 186 miles) 
in from four to five days. These vessels are used only on the Elbe 
and are side-wheel steamers. Typical for the tributaries and canals 
are screw steamers 30 meters (98 feet) long and 5 to 6 meters (16 
to 19 feet) broad, which has engines of from 180 to 200 horsepower 
and cost 50,000 marks ($11,900). On the Elbe such a steamer can 
tow barges up to 20,000 centner (2,200,000 pounds), but the amount 
of coal consumed is comparatively large and the length of time 
greater than in the case of the larger steamers described. 

6. Coal oil is transported up the Elbe in specially constructed iron 
tank ships of from 1,200 to 1,300 tons, which go to Magdeburg and 
Dresden, and have special quays where they are filled and emptied 
by means of pumps. 

Some barges are specially fitted out to transport acids. 

At the instance of the Bohemian and South German breweries 
the Elbe shipping companies have had special barges built for the 
transportation of beer. These vessels are provided with ice ma¬ 
chines and cold-storage rooms by means of which the temperature 
can be regulated, the advantages thus provided over transportation 
by rail are the following: A quiet carriage without any shaking, such 
as is impossible on the railroad; an even temperature, which is neces¬ 
sary, if the beer is to retain its excellence, and saving of freight costs. 

Worthy of mention are, further, the barges which are used to 
transport fruit to Berlin from Bohemia. These are built of good 
wood in Bohemia and are sent with a full cargo to Berlin, where their 
destiny is fulfilled, as they are then taken apart and the wood sold 
for building purposes. The amount thus realized covers at least the 
costs of material and labor. 

In 1863 chain navigation (the tugs being drawn along a chain in 
the river) was introduced and, in course of time, various companies 
utilizing paddle-wheel steamers for towing came into existence. 
For a great many years efforts were made to consolidate the two 
largest German companies, the “Kette” and the “Vereinigte Elbe 
und Saaleschiffe,” which finally led to success in 1904, when the 
“ Vereinigte Elbsch’ifffahrts-Gesellschaften ” was formed. This new 
corporation began operations January 1,1904, with a share capital of 
$2,618,000. The company had at its disposal 33 chain steamers, 19 
express steamers (for fast freight), 23 smaller-sized harbor steam¬ 
boats, and 308 large and 183 small barges. The number of hands em¬ 
ployed on these vessels was 2,242. 

In February, 1904, various independent companies along the Elbe 
formed an association based on an equal division of profits and 
expenses under the name of “ Privatschiffer-Transport-Genossen- 
schaft. G. m. b. H. (limited). Sitz in Magdeburg (main office in Mag¬ 
deburg).” The objects of this association were to attend to (1) the 
freight transportation business at the stations along the Elbe and 
its tributaries, (2) to secure impartial treatment in the loading of the 
ships of its members in regular order, (3) the fixing of rates for the 
transportation of freight on the Elbe and its tributaries, (4) an 
equal distribution of the expenses of management among its members, 
according to the number of shares owned. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 91 

The transportation association developed favorably. In the spring 
of 1905 it had 1,100 members and, in round numbers, 1,200 vessels, 
with a capacity of 700,000 tons and valued at $5,950,000 to $6,188,000. 
In order to be always sure of having the steam power requisite for 
towing their vessels the association acquired in the course of time the 
majority of the shares of the “ Deutsch-Oesterreichischen-Dampf- 
schifffahrts-Aktiengesellschaft,” and also succeeded in paving the 
way for a more intimate cooperation with the “ Elbe-Dampfschiff- 
fahrts-Aktiengesellschaft.” 

Thus there were at the close of 1906 two powerful organizations in 
competition for the through water-borne traffic of the Elbe, viz, 
the “ Vereinigte Elbe-Schifffahrtsgesellschaft,” connected with the 
“ Oesterreichische Nord-West-Dampfschiff-Gesellschaft,” on the one 
side, and the “ Privatschiffer-Transport-Genossenschaft,” combined 
with the “ Deutsch-Oesterreichische Gesellschaft,” on the other. 

When the association first mentioned was founded, viz, January 1, 
1904, its aim was to put the enterprise on a better paying basis, and 
this may be considered as having been accomplished. Its further 
endeavors were bent on steadying the rates and keeping them, by 
economical management, at such a reasonable height that commerce 
and traffic would not be unfavorably affected. 

The association did not accomplish this object, nor was it possible 
to do so as long as another association, as powerful as itself and 
operating independently, was in existence. The negotiations carried 
on in 1907 for the purpose of closely uniting these two influential 
associations led to a combination covering all the floating stock of the 
Privatschiffer-Transport-Genossenschaft, the Deutsch-Oesterreich¬ 
ische Dampfschifffahrts-Gesellschaft and the ElbeDampfschiff-Gesell- 
schaft. The contract went into effect July 1, 1907, and, being merely 
provisional, its duration is short, as it expires at the close of 1916. 
This corporation has at its disposal a fleet of vessels consisting of 30 
chain steamers, 71 paddle-wheel tugs fitted out with engines having 
from 250 to 1,200 horsepower, 3 back-wheel steamers, 19 express 
steamers (170 to 250 horsepower), 37 screw steamers, 419 barges of 
its own having a tonnage of from 200 to 1,300 tons, 700 hired barges, 
and 235 lighters. 

The freighters regarded this combination of the five powerful com¬ 
panies with distrust, for they expected higher rates for freight and 
towing. These fears, however, were soon dispelled, not only by the 
fact that even after this union had taken place there was still a con¬ 
siderable number of steamers and barges—outsiders—on hand, but 
also by the founding of a new enterprise. As early as 1907 the 
“ Neue Deutsch-Bohmische Elbe-Schifffahrts-Aktiengesellschaft,” 
with a capital of $714,000, was formed under the supervision of the 
Magdeburger Privat-Bank of this city (now Mitteldeutsche Privat- 
Bank), and began operations in the autumn of 1907. At the present 
time this company has at its command 14 tugs, total horsepower 
8,500; 57 barges of its own, and 70 that are hired. 

The following companies also operate on the Elbe: The “Neue 
Norddeutsche Flussdampfschiff-Gesellschaft,” in Hamburg, 9 steam¬ 
ers ; “ Schlesische Dampfer Compagnie Aktien-Gesellschaft,” in Bres¬ 
lau, 10 steamers; Mathias Burmeister, Lauenburg, 6 steamers; 
further, about 50 smaller companies, with from 1 to 2 steamers each. 


92 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The steamboat traffic on the Oder and on the canals and streams 
between the Oder and the Elbe is mostly in the hands of private 
contractors of no great means, and their business is confined to fixed 
distances, for instance: Dampfschiff-Reederei Franz Ferum, from 
Berlin to the mouth of the Havel, 8 steamers; Emanuel Fried- 
lander, Breslau, mainly Oder territory, 7 steamers; Lueders & 
Stange, Magdeburg, from Magdeburg to Liibeck, 6 steamers. Be¬ 
sides these, there are many other shipowners having but a few 
steamers each. 

During times of business prosperity as many as 350 steamers, with 
107,000 horsepower, have plied on the German Elbe exclusive of that 
part belonging to the harbor of Hamburg. In 1866, when the 
Elbstrombauverwaltung was established, there were only 18 steamers, 
with 2,900 horsepower. 

8. The construction of the barges is such that they can float fully 
loaded when the river is at its normal height; at less favorable times 
they are freighted according to the depth of the water. The follow¬ 
ing is a typical instance: Last year during a period of low water 
vessels having a capacity of 1,000 tons could not carry more than 100 
tons. The decks of the barges are built as low as possible in order to 
enable them to pass under the bridges wdien the water is high. When 
these Elbe barges are loaded to their utmost capacity the lowest part 
of their sides is only six to eight inches above the surface of the water, 

IV. OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

(a) As stated above, canal construction and waterway improve¬ 
ments have been carried on only by the State, assisted slightly at 
times by the communities bordering on the streams in question. The 
Government has no vessels for business purposes, but it does own 
steamers, barges, dredging machines, scows, ice-breakers, and the 
like; in short, vessels that serve the purpose of facilitating traffic, 
keeping the waterways m good condition, and removing obstacles. 
There is, however, an exception to this rule. Beginning with 1900 
the Liibeck government has conducted the towing business on the 
Elbe-Trave Canal, having as its object an economical management 
of the locks and machinery therewith connected and the keeping 
down of the costs of maintenance in general; further, for the pur¬ 
pose of keeping the vessels running regularly, to make possible low 
rates for towing, and to keep these fixed as far as possible, and to 
put an end to the trips of vessels having no cargoes. The construc¬ 
tion of the canal is such that it permits of towing along the shore by 
means of electricity, but as it does not promise to be profitable this 
towing plant has not yet been used. Self-propelled vessels—express 
steamers, steam barges, and the like—are not dependent upon the 
Government for towing. 

(b) Answered above under III (a) (7). 

( c ) The (government owns nearly all the railroads, but it does not 
possess freight vessels. Neither have the railroads owned by private 
parties anything to do with freight traffic on the waterways. 

Of the private producing and distributing concerns owning and 
operating vessels may be mentioned the following: Deutsch- 
Amerikanische Petroleum-Gesellschaft, which has its own barges; 
the Saccharin-Fabrik, Westerhuesen, which has a few barges for 
acids; and various associations of coal dealers possessing barges for 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 93 


coal. In numbers the vessels owned by such concerns and by private 
parties when taken together do not admit of comparison with the 
fleets of the great shipping combinations treated above. 

(d) No. 

( e ) Answered above under III (a) (7). 

V. TERMINAL FACILITIES. 

(a) At those places having the largest amount of traffic the 
steamship companies own shipyards for the building of new barges 
and the repair of old ones. Their docks are situated in the harbors 
of the seaward towns, as Hamburg, Liibeck, and Stettin, and are 
only intended for the use of large-sized river steamers. 

(Z>) The facilities of the harbor at Magdeburg-Neustadt may 
serve as an example of the modern methods of loading and unload¬ 
ing vessels. There is a basin in the harbor of 672,750 square feet 
(62,500 square meters) in extent, with about 1,800 meters (5,905.50 
feet) quayage. This is surrounded by large warehouses intended 
for goods which are not conveyed further by rail or wagon. These 
goods are lifted up by means of electric windlasses and are put 
directly into the warehouses. There are 19 hoisting machines for 
loading and unloading vessels of all kinds located around the basin. 
These include 11 movable hydraulic (portal) derricks, 4 movable 
electric (portal) derricks, 4 movable (portal) steam derricks. There 
is a large space of ground with flat banks for cargoes which may 
be unloaded more readily by being carried by hand or in wheel¬ 
barrows, for instance, wood and stone. Goods in masses, such as 
fertilizing salt, which is conveyed in a loose state run through a 
contrivance consisting of a box and a connecting tube from the 
railroad car directly into the barge and there is no loss of weight 
whatsoever. 

(c) The older harbors have been modernized as far as possible, 
and have been provided with tracks connecting with those of the 
railroad; the modern harbors have without exception tracks con¬ 
necting immediately with the railroad. Magdeburg may be taken as 
an example of how a terminus is ( d) connected with the railroad. 
In this city only the termini situated on the left side of the Elbe 
could be connected therewith, on which side of the river there are 
seven large companies handling the transshipping of freight and each 
terminal is connected with the Elbe freight station. Three of these 
termini belong to private parties, three are the property of the city, 
two thereof being leased to private parties, and the third being the 
harbor Magdeburg-Neustadt, managed by the city, as already men¬ 
tioned. The third terminus is the property of the railroad, i. e., the 
Government. The tracks reaching to the banks of the river are the 
property of the termini with which they are immediately connected. 
The railroad receives fees (liber fiihrungsgebiihr) for bringing its 
cars from the station, the amount depending on the distance the cars 
are run. 

( e ) Such a list does not exist. 

VI. TOLLS AND FREIGHT RATES. 

(a) Navigation on the main streams and tributaries for which, 
comparatively speaking, no very heavy expenses were incurred is 


* 94 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


free of charge. On the streams and canals with locks, so-called 
Schleusengelder (lock tolls) are collected. As these fees are adjusted 
so as to cover operating expenses they vary considerably, in very 
few instances yielding a surplus to pay interest on the capital in¬ 
vested. On canalized rivers such fees are also collected. 

(b) The rates for towing are established by the navigation com¬ 
panies, and they depend upon the number of barges to be towed. 
High water causes high rates, as the current is more rapid and the 
consumption of coal greater than usual. There are no special tariffs, 
as the rates frequently change from day to day. Under ordinary 
conditions of business and with the river at a normal height it costs 
$214.20 to tow a barge carrying 20,000 centner (2,200,000 pounds) 
from Hamburg to Magdeburg, a distance of 186 miles, or 0.952 to 
1.1 cents per 110 pounds, but unfavorable conditions often double 
this rate. The navigation companies own both steamers and barges, 
hence the towing charges are established by the same management. 
In time of great business activity the companies tow their own 
empty barges down the river in order to use them again as soon as 
possible, whereas under ordinary conditions they are allowed to drift 
with the current. 

(c) The freight rates on the Elbe, which, as has been stated, are 
continually subject to fluctuation, are calculated according to classes. 

First class: Coal, salt, ore, stone, and other heavy goods in bulk. 

Second class: Grain, oils, sugar, etc. 

Third class: Ordinary piece goods. 

Fourth class: Piece goods which require more careful handling, 
such as machines, etc. 

The first class is cheapest, and the rates generally increase 2.1 cents 
per 220 pounds with each class, but at times the increase is higher. 

The chief cause which determines these fluctuations in freight rates 
is the height of the water in the river. In summer the river is usually 
very low and the barges can carry but very small cargoes, causing a 
scarcity of barges and an advance in the freight rates. 

(d) The rates increase slowly with the distance of the haul, but 
the increase is very moderate as long as the water is fairly high, so 
that the vessels can travel with full cargoes, thus preventing a 
scarcity of barges. As has been mentioned, there are special steam¬ 
ers (Eilgutdampfer) for goods requiring speedy transportation. 

The fluctuation in freight rates is not so great on the canals and 
rivers east of the Elbe as far as the Oder. The following examples 
will illustrate these fluctuations. 

August 12,1909, when the water was fairly low, the following rates 
were paid for freight, the barges being fully loaded: 


From Hamburg to— 

Magdeburg (186 miles)_ 

Schonebeck (195 miles)_ 

Alien (214 miles)________ 

Torgau (295 miles)__ 

Dresden (357 miles)_ 

Berlin, through the canal (186 miles) 
Halle, up the Saale (258 miles)_ 


Cents per 220 pounds. 

__4. 2 to 4. 5 

_5 to 4. 8 

-5. 5 to 5. 2 

--- 6. 9 

- 8.8 

_6. 6 to 6.1 

_ 8.5 


With similar conditions as regards the height of the river prevail¬ 
ing, but with a greater quantity of goods to be transported on barges 









RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 95 


which, on account of the comparatively low water, could not carry 
their full tonnage, the rates September 25, 1909, were as follows: 


From Hamburg to— 

Magdeburg_ 

Scbonebeck 

A ken____ 

Torgau __ 

Dresden__ 

Berlin___ 

Halle ___ 


Cents per 220 pounds. 

___ 6.6 

_ 7.1 

_ 7.3 

_12.3 

_ 13.5 

_ 9.0 

_13.0 


With less favorable water conditions (the cargoes of the barges 
had to be considerably reduced) and a plentiful supply of goods to 
be shipped, the freight rates November 9, 1909, were as follows: 


From Hamburg to— 

Magdeburg_ 

Scbonebeck_ 

Aken _ 

Torgau _ 

Dresden_ 


Cents per 220 pounds. 

_ 9.5 

_10.0 

_10.2 

_13.8 

_17.1 


From Magdeburg to Hamburg the barges are floated down the 
river, thus there are no charges for towing. The following rates 
prevailed during the last few months: 


Cents per 220 pounds. 

August 12, 1909_______2.8 

September 25, 1909___ _ _ w 3.1 

November 6, 1909_________________________ 3.3 


From Aussig to— 

Aug. 12. 

Sept. 25. 

Nov. 6. 

Magdeburg (248 miles). 

Cents. 

2.8 

3.3 

Cents. 

2.8 

3.5 

Cents. 

3.4 

4.3 

Hamburg (434 miles). 



The above figures are for goods in bulk of Class I. For piece 
goods the fluctuations are not so great, the rate for fast freight from 
Magdeburg to Hamburg being between 14.3 and 16.6 cents per 220 
pounds and from Magdeburg to Liibeck 16.6 to 19 cents for the same 
quantity. The same rates apply from Hamburg and Liibeck to 
Magdeburg. It is further to be remarked that the figures given are 
the rates for carriage alone and do not include fees for transship¬ 
ping, etc. 

( e) Prorating between water lines and railroads does not exist 
for the Elbe. 

(/) Water lines are able to compete with the railroad whenever 
great quantities of freight are to be hauled long distances. The 
canals afe able to compete in the transportation of piece goods also, 
as on them only small vessels are used and loading and unloading is 
easier. 

(g) Since the government has taken over the railroads, the “ war 
tariffs” formerly maintained by the more powerful railroad com¬ 
panies were abolished; however, the Prussian Government grants 
such low rates for agricultural products carried by the railroad that, 
when the river conditions are unfavorable, they are no higher than 
the rates for water transportation. There are no special agree¬ 
ments relative to a division of the traffic; the railroad, however, con¬ 
centrates a large number of empty cars at places where a large quan¬ 
tity of goods is expected to arrive by water, in order to be prepared 
to transport them further. 


























96 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


(h) The relations between rail and inland water systems of trans¬ 
portation are not subject to regulation. 

There is no governmental restriction on the lowering of rail rates 
in competition with water rates. 

In most cases the goods are insured by the navigation company at 
the request of the consignor and are billed separately. Large firms 
that ship regularly by water insure their goods by taking out a gen¬ 
eral policy from one of the regular insurance companies. Entries 
of the kind and amount of goods are made in a book and monthly 
settlements are made with the insurance companies. The amounts, 
charged for insurance depend upon the kind of goods and the class 
of vessel in which they are shipped. 

VII. WATER-BORNE TRAFFIC. 

(a) Goods in bulk predominate in the freight traffic on the Elbe 
and its tributaries. The principal articles conveyed are grain, fer¬ 
tilizers, ores, oils, sugar, coal, etc. 

(b) The following works give detailed statistics as to traffic on the 
Elbe, the principal commodities moved, proportion and character of 
traffic moved in different directions, and statistics of vessel move¬ 
ment and traffic: 

Die StatiStik des Deutschen Reiches Die Binnenschifffahrt im Jahre 1908. 
Verlag von Puttkammer & Muehlbrecht, Berlin. 

Deutsche Wasserstrassen und Eisenbahnen in ihrer Bedeutung fur den Ver- 
kehr. Gehauer-Schwetschke Druckerei & Yerlag, Halle a. Saale. 

Mitteillungen der Elbtsrombauverwaltung fur die Elbe 1907-8. E. Bansch 
jun., Magdeburg. 

Eine Studie liber die Elbschifffalirt, Dr. Fischer, Magdeburg, Verlag von 
Gustav Fischer, Jena. 

( c ) Package freight does not amount to over 5 per cent of the total. 

The local traffic is also of little importance. Brickyards, sugar 

refineries, and the like, which are located far from the railroad but 
near to waterways, come into consideration, i. e., the water route is 
resorted to only where unfavorable conditions relative to the railroad 
exist, as navigation can not compete with the railroad unless great 
distances are to be covered. 

(d) The hands employed on the vessels have to prove their ability 
for the tasks for which they are hired by passing an examination. 
Schools for special work, as well as continuation schools, have been 
established for the boatmen. The regulations in force apply par¬ 
ticularly to captains and steersmen. 

Wages paid per month: Crew, $26; steersmen, $38; captains, $43 
to $48. 

The latter also receive mileage money, i. e., an extra compensation, 
determined by the distance traveled. 

The workmen at the termini do chiefly piecework, very few being 
engaged at fixed wages. 

Besides the works mentioned in the body of the report, the follow¬ 
ing works were consulted: 

Zeitschrift fur Binnenschifffahrt. Berlin, 1907. 

Conrads Jahrbiicher, Jahrgang, 1903. 

Die Deutschen Strome von Meidinger. Leipzig. 

Der Elbe-Trave Canal. Denkschrift, 1900. 

Mittellungen der Yereinigten Elbschifffahrts-Gesellschaften. Dresden, 1907. 

Ftihrer auf den Deutschen Schifffahrtsstrassen. Berlin, 1905. 

Schiff f ahrt ska lender 1908 fur das Elbe-Gebiet, Paul Grimm. Dresden 


RIVERS AND CANALS IN THE AMERICAN CONSULAR DISTRICT OF 
BREMEN, GERMANY. 

Report by William Thomas Fee, Consul. 


The territory of this consulate i$ traversed by the river Weser and 
its tributaries. It is a tide-water stream as far inland as the city 
of Bremen, and forms a connecting link with that city and the sea, 
a distance of some 42 miles, and has been made navigable for the 
ordinary seagoing craft up to 20 feet or more draft. The upper 
Weser is navigable for small river boats as far as the city of Cassel, 
about 200 miles to the southward. 

i. supervision. 

The public supervision of the river Weser is under the jurisdiction 
of the States bordering its banks, namely, the Kingdom of Prussia, 
the Grand Duchy of Oldenburg, and the free State of Bremen. 

The official duties of the Governments of these three States are, 
police supervision and maintenance and improvement of waterways, 
as provided by law. 

The States do not control the river freight rates or traffic, which 
are entirely in the hands of private corporations and private persons. 

The collection of statistics of water-borne traffic are compiled and 
published in Bremen by the Bremisches Statistisches Amt. To 
meet the expenses of this office a “ declaration tax ” is levied on the 
value of the freight shipped, either by rail or waterway, which 
amounts to 1 pfennig (0.238 cent) for each 66f marks ($15.71). 
The shipper is compelled to sign a declaration giving the number 
of packages, the name of the goods, the country or place of origin, 
the net and gross weights or other measurement of goods, and the 
value of the goods. 

II. WATERWAY IMPROVEMENTS. 

Hitherto there has not been any established policy as to water 
power developed by works constructed for improving navigation. 
At present, however, the State of Bremen is constructing a storage 
dam near the village of Hemelingen, about 5 kilometers east of 
Bremen, which will be provided with turbines. This plant when 
finished will have 16 turbines of 600 to 1,000 horsepower each; the 
maximum capacity will be from twelve to thirteen thousand horse¬ 
power. For the present only five turbines are planned to be finished, 
but the foundation and pillars for all 16 turbines will now be con¬ 
structed. The turbines have vertical shafts, at the prolongation of 
which dynamo machines are posted. The power thus generated will 

G5T34—11-7 . 07 



98 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

be used by the electric works of the city of Bremen. The dam itself 
will not be completed until the middle of next year; its construction 
is like that of the dam at Lockport, Ill. Besides the turbines, it will 
be equipped with a fishway and with two locks measuring 350 by 12.5 
meters and 70 by 12.5 meters, respectively. The two chamber locks 
are separated from each other by a wall 7 meters in breadth and 10 
meters in height. This wall contains two large hollow spaces, the 
lower one of which is constantly connected with the low-water level. 
The foundations of the heads of the locks are constructed out of 
beton and iron, strong enough to resist the heaviest pressure of the 
underground water. 

The opening of the locks, and the closing, is done automatically 
by an ingenious device, which is called “ System Nyholm,” and which 
utilizes directly the fall of the river without the aid of power ma¬ 
chines. A report on this system was sent to the Department of State 
on July 17, 1908. The total costs of construction of the dam and 
its equipments are calculated to be about 8,000,000 marks ($1,904,000). 

The main object of building this dam is to raise the water level 
of the upper course of the river Weser, which had been lowered so 
much by the deepening of the navigable channel on the lower course 
of the river as to cause damage to the adjoining farming country. 
River navigation will naturally profit greatly by it. 

All improvements of waterways are made by the State bordering 
the river, or by a combination of those States that are benefited by 
such improvement. 

On the lower course of the river Weser, from the mouth of the 
river (Red Sand Lighthouse) to the free harbor at Bremen, a dis¬ 
tance of 112.4 kilometers, the navigable channel has been deepened 
at an expense of 33,661,710 marks ($8,011,487), which was paid by 
the city of Bremen. By this improvement the following depths of 
the river bottom were established, the measures being given below 
Bremen zero, which lies 2.28 meters, or 7.48 feet, above the level of 
the North Sea: 

At Bremen (free harbor), 4 kilometers from the Weser bridge, 

6.5 meters Bremen zero, or 6.2 meters below average high tide, or 

4.6 meters below average ebb tide. 

At the town of Vegesack, 17.5 kilometers from the Weser bridge 
at Bremen, 7.2 meters Bremen zero, or 6.6 meters below average high 
tide, or 4.5 below average ebb tide. 

At Farge, 26 kilometers distance from Bremen, 7.7 meters Bremen 
zero, or 7.1 meters below average flood tide, or 4.6 meters below aver¬ 
age ebb tide. 

At the mouth of the river Hunte, 32.5 kilometers from Bremen, 
8.4 meters Bremen zero, or 7.8 meters below average flood tide, or 
4.9 meters below average ebb tide. 

At Brake, 40.6 kilometers from Bremen, 8.8 Bremen zero, or 8.2 
meters below average flood tide, or 5.1 meters below average ebb tide. 

At the mouth of the river Geeste, 65.5 kilometers from Bremen, 10 
meters Bremen zero, or 9.3 meters below average flood tide, or 5.9 
meters below average ebb tide. 

The width of the navigable channel of the river Weser is as fol¬ 
lows: Between Bremen (free harbor) and Vegesack, from 70 to 80 
meters; between Vegesack and the mouth of the river Hunte, 100 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 99 

meters; between the mouth of the river Hunte and Brake, 120 me¬ 
ters; between Brake and the mouth of the river Geeste, 140 to 150 
meters. 

The harbors for the large trans-Atlantic liners and other deep-sea 
craft are at Bremerhaven. They are: 


Name. 

Date of 
con¬ 
struction. 

Length. 

Breadth. 

Length 

quays. 

Alter Hafen. 

0827-1831 

\1860-1862 

1847-1871 

1872-1876 

1892-1897 

Meters. 

} 750 

830 
600 
800 

Meters. 

115 

114 

145 

285 

Meters. 

1,350 

1,520 

Neuer Hafen. 

Alter Kaiserhafen.. 

Vergrosserter Kaiserhafen. 

2,160 



On the west side of these quays are the railway tracks, and adjoin¬ 
ing them is a paved street, while on the east side the quays are 
bordered by sheds, which again, on their opposite side, adjoin the 
railway tracks. There are two railway freight stations in the har¬ 
bor district, one on the outside and the other one inside the territory 
of the customs union. 

The “Alter Hafen ” is equipped with three hand cranes of 2.5 and 

7.5 tons capacity. The “ Neuer Hafen ” has two hand cranes of 8 and 

12.5 tons capacity, respectively, one steam crane of 45 tons, one turnable 
steam crane of 75 tons, and two steam cranes (system Brown-Weson) 
of 1.5 tons capacity each. The “Alter Kaiserhafen” has one 20-ton 
hand crane, one 1.5 steam crane (Brown & Wesing), and one 30-ton 
turning crane. The “ Neuer Kaiserhafen ” has one 20-ton hydraulic 
crane and one 150-ton giant electric crane. 

In Bremerhaven there are two dry docks. The one in the “ Neuer 
Hafen,” for vessels measuring 114.20 and 138.67 meters in length, 
belongs to the Norddeutscher Lloyd Steamship Company, and is sur¬ 
rounded by repair shops. 

The Kaiser dry dock, for vessels of 228 meters length, was built 
by the State of Bremen in the years 1895-1899, and is rented to the 
Norddeutscher Lloyd Steamship Company. 

Adjoining Bremerhaven is the harbor of Geestemiinde, on Prus¬ 
sian territory, and on the opposite side of the river Weser are the 
piers of Nordenham, which can be approached by deep seagoing 
vessels. Nordenham is on Oldenburg territory, as is also the harbor 
of Brake, which is situated about 18 kilometers upstream, and which 
is also well provided with loading and unloading facilities especially 
suited for the grain trade. The city of Bremen proper has the 
following harbors: 

(1) Lumber and factory harbor. Area, 17.297 acres; length, 1,170 
meters; breadth on average, 8 meters; depth on north side, where 
the factories are situated, 6.3 meters, with ample railway connec¬ 
tions and 2,100 meters of storing space; 2 hand cranes, 4 hydraulic 
cranes, 4 sheds and warehouses, and 3 grain elevators. 

(2) Free harbor, Basin I. Length, 2 kilometers; breadth, 120 
meters; 3,700 meters loading space, with railway tracks. The harbor 
is equipped with 87 hydraulic cranes of 1.5, 2.4, and 10 tons capacity, 
one floating crane of 40 tons capacity, one loading bridge, and 22 














100 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

warehouses and sheds. The one-story sheds have about 74,000 
square meters of floor space, the warehouses (of three and four 
stories) about 124,500 square meters. The loading and unloading 
of vessels is done by the Bremer Lagerhaus Gesellschaft (Bremen 
Storage Company). 

(3) Free harbor, Basin II, is similar to Basin I. Length, 1,720 
meters; breadth, 100 to 110 meters. Its fore harbor measures 350 
by 240 meters, and allows vessels to turn. Adjoining this is a basin 
measuring 275 by 800 meters for intervessel loading and unloading. 

The State of Bremen has now under construction a large and new 
harbor at Bremerhaven and a new factory harbor at Grambke, near 
Bremen, which, however, will not be completed for some years to 
come. 

For inland navigation Bremen has the following accommodation: 

Weserbahnhof. Quays directly on the river Weser, 491 meters 
in length, of which 451 meters are occupied by storage sheds. From 
this point most of the freight of the trans-Atlantic liners is shipped 
by barge to Bremerhaven. 

Hohetorshafen. Situated on the opposite or left bank of the river 
Weser. The area of this harbor measures 60,000 square meters, and 
its depth is sufficient to allow vessels of 5 meters draft to lie afloat. 

III. FLOATING EQUIPMENT. 

On the upper course of the river Weser stern-paddle-wheel steam¬ 
ers and barges are used for transportation of freight. Both are 
built of steel. The steamers measure 50 meters in length, 11 meters 
in breadth, and are equipped with engines of from 200 to 500 horse¬ 
power. Their speed is about 6 kilometers per hour. The barges 
measure 60 meters in length, 8.2 in breadth, and, when loaded, their 
draft is 1.8 meters. 

The length of the tug train of boats is generally 450 meters. 
Statistics regarding the cost of construction of the various types of 
river boats are not obtainable. 

IV. OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

Oil from the Hanover district is shipped in tank barges. River 
boats and barges are not owned by the State nor by the railways. 

The wages paid to boat hands on the upper Weser vary from 3 
marks ($0.71) to 6 marks ($1.42) per day. 

The navigation of the Weser is in the hands of the following stock 
companies: 

Bremer Schleppschifffahrts-Gesellschaft—capital, M. 2,250,000 
($535,000). 

Mindener Schleppschifffahrts-Gesellschaft—capital, M. 1,400,000 
($117,000). 

Wesermuehlen Aktiengesellschaft—capital. M. 500,000 ($117,000). 

Celler Schleppschiftlahrts-Gesellschaft—capital, M. 700,000 
($166,600). 

Several private persons—capital, M. 500,000 ($117,000). 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 101 

There are no navigation taxes levied on the upper Weser, excepting 
on the Fulda Channel, from Miinden to Cassel, a distance of 28 
kilometers, where a tax is levied on the cargo. 

Combined railway and waterway freight rates do not exist. 


V. TERMINAL FACILITIES. 

The terminal facilities at Bremen are owned by the State, while 
in ports of the upper Weser such accommodations are established 
and maintained partly by the State, community, or by private 
persons. 

VI. TOLLS AND FREIGHT RATES. (Omitted.) 

VII. WATER-BORNE TRAFFIC. 


The following table shows the ships’ traffic on the upper Weser 
during the last 10 years : 


Year. 

Arrivals. 

Departures. 

Number of 
vessels. 

Register 

tons. 

Number of 
vessels.' 

Register 

tons. 

1899. 

1,611 
1,714 
1,751 
1,794 
2,136 
1,893 
2,150 
2,144 
2,353 
2,270 

292,526 
307,324 
316,467 
325,635 
396,397 
365,121 
481,847 
541,053 
675,688 
679,360 

1,528 

1,674 

1,690 

1,756 

2,065 

1,872 

2,119 

2,095 

2,357 

2,216 

282,465 
302,609 
312,882 
329,994 
391,817 
366,625 
481,666 
534,726 
684,599 
666,850 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

1906 . 

1907 . 

1908. 



In the arrivals are included: 


Year. 

Rafts. 

Register 

tons. 

Year. 

Rafts. 

Register 

tons. 

1899 . 

181 

2,345 

2,106 

1,463 

1904. 

28 

650 

1900 

117 

1905. 

32 

695 

1901.. 

53 

1906. 

24 

531 

1902 

62 

1,661 

1,325 

1907. 

25 

559 

1903 

57 

1908. 

22 

512 
















































. 
















RIVERS AND CANALS IN THE CONSULAR DISTRICT OP BARMEN. 

Report by George Eugene Eager, Consul. 


I. Public Supervision. 

The supreme public authority over all undertakings in the im¬ 
provement of rivers or building of canals is vested in the minister 
of public works, head of the bureau of public works at Berlin. Each 
great river is divided into sections, and over each section there is 
appointed a so-called “schiffahrts inspector” (shipping inspector), 
who has supervision of his particular division. Over the entire river 
a specially appointed commission superintends its working and 
improvement. 

Inspectors have nothing to do with the capitalization of projects. 

The rates are made by the local harbor directors, which are for¬ 
warded to the minister of public works for his revision and approval. 

It is the same way with reports. Each inspector makes his report 
to the river commission, who in turn forward the combined reports 
of the inspectors to the bureau of public works, where they are 
finally completed and given out by the central government. 

Improvements of channels, building docks and terminal facilities 
must all be planned first by those interests desiring to make them. 
These plans are then submitted to the commission, then to the bureau 
of public works, which either gives or refuses its consent to their 
construction. 

The collection of statistics as to amount of fees collected and 
freight handled, etc., is done by each city that possesses a harbor, 
railroad, or wharf. These statistics are in turn sent to the minis- 
terium in Berlin, where they are compiled and given out by the 
central government. 

II. Waterway Improvements. 

All improvements for rivers and canals are made by the State. 
Harbors and terminals are usually undertaken by either cities or 
private corporations, which have to submit plans to be approved and 
passed by the minister of public works. 

All improvements to rivers for navigation and all canal construc¬ 
tion in this district have been carried on by the Prussian Govern¬ 
ment. Harbors and terminals, together with their railroad and 
docking facilities, have in nearly all cases been built by cities. There 
are, however, one or two cases where private corporations have built 
their own harbor and docks. There is one at Diisseldorf-Keissholz 
which was built by a private land improvement company, in order to 
attract industrial companies to the location. 


103 



104 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

III. Floating Equipment. 

For a history of the different types of vessels, used on the Rhine 
and the canals, with specifications, illustrations, etc., see the book 
Fiihrer durch die Ruhrhafen (Guide through the Ruhr Harbors). 

(1) For carrying freight. 

(2) Steam, horse, and sail power are used. 

(3) From 150 to 700 tons. 

(4) Modern vessels are mostly of iron construction. 

(5) See book referred to above. 

(6) For carrying coal, grain, sand, gravel, etc., the towboat with 
barges are mostly used, while for piece freight the transportation is 
usually done by the specially built river and sea-going steamers. 

(7) See Guide to Ruhr Harbors. 

(8) The boats are built for a depth of from 6 to 8 feet. See 
Guide to Ruhr Harbors. 

IV. Ownership of Vessels and Business Organization. 

{a) No. 

(6) None. 

(c) None whatever. 

\d) No. 

(< e ) None. 

V. Terminal Facilities. 

(g) Railroad tracks are located on terminals of inland waterways. 
The railroads at terminals in the case of city harbors are usually 
owned and managed by the city and are constructed to connect all 
the different harbor basins and wharves with the incoming vessels 
and with the state system of railroads. 

(d) Nearly all river and canal terminals are owned by the cities. 
None are owned by private railways. 

VI. Tolls and Freight Rates. 

(a) The toll charges on canals are usually based upon the amount 
of capital invested, and are made as low as possible, so as to attract 
traffic. 

(b) Different companies make rates to suit themselves, and dif¬ 
ferent rates are made according to the kind and quality of freight. 

(c) The Dortmund-Ems Canal have regular stable rates for differ¬ 
ent kinds of freight. River freighting companies make their own 
rates. 

( e ) No prorating arrangements exist between railroad and water 
lines, because the state railroads have charges fixed by the central 
government. 

(/) There is no competition between the state railroad lines and 
the river and canal lines. 

(g) There is no active competition between the state railroads and 
water lines, and no agreements for the division of traffic. 

(h) There is no legislation regulating the relations between rail¬ 
ways and inland waterways. Each harbor and terminal arranges 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 105 

its own docking and loading fees and its own railroad transportation 
fees to the state railroads. These tariffs are submitted to the bureau 
of public works, and if they do not work an injustice to some neigh¬ 
boring harbor or terminal are approved and allowed. 

The railroads are not responsible for loss or damage to freight by 
transportation. The owner must insure his goods, or stand the loss 
by wreck or fire, himself. 

This does not affect the freight rate. 

VII. Water-Borne Traffic. 

(a) Incoming water-borne freight consists mostly of raw ma¬ 
terials. % 

( c ) The predominence of local water traffic over other traffic de¬ 
pends upon the amount of manufacturing and producing of the place 
in question. 

(d) Labor conditions in all the harbors and terminals are about 
the same as at Neuss Harbor, described on page 116. 

Conditions as to water and railroad traffic here in Germany are 
quite different from those in the United States, on account of the 
fact that every project of the kind is under complete control of the 
Government. No private railway or waterway can be built without 
the entire plans and specifications being submitted to the minister 
of public works, and if these plans are not approved and accepted 
the work may not be allowed. An illustration may be had in the 
following: Not long since the city of Diisseldorf asked permission 
of the Government to build a rapid-transit electric road between this 
city and Munchen-Gladbach. It was not granted because the Gov¬ 
ernment argued that there was a State railroad between the two 
cities, and they preferred to have a road already at hand pay rather 
than to allow another built that would injure the present one. The 
same city asked permission to build a similar road to the neighboring 
city of Cologne that should make a short cut and allow passengers 
to make the trip in 15 minutes. This was at first also refused, but 
a second effort has been made to prevail upon the authorities to 
grant the permission, but the matter is still pending. 

In addition to the above answers to the circular of August 19, I 
desire to submit, as a part of this report, separate reports upon the 
!Dortmund-Ems Canal and the several important inland harbors in 
this district. 

The Dortmund and Ems Canal. 

RETROSPECT. 

The Dortmund-Ems Canal owes its origin to efforts continuously 
made since the middle of last century to connect the industrial cen¬ 
ters of Rhineland and Westphalia by means of a waterway with 
eastern Prussia. The canal as it is to-day forms a part of the greater 
waterway which in the near future is destined to connect the river 
Rhine with the city of Hanover. From one of its extremes at 
Herne the canal is to be continued so as to form a junction with the 
Rhine, and from Bevergen, the other end, another extension will be 


106 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

dug which will reach Hanover. As long as the Rhine and Elbe 
remain unconnected the Dortmund-Ems Canal by way of Emden and 
the North Sea forms the natural outlet for this part of Germany in 
its commercial relations with the outer world. Such a connection is 
of vast importance on account of the steadily increasing traffic of this 
very important industrial region. Up to the present time the railroads, 
in their present state of development, have been able to cope with the 
constantly growing freight movement, but it is extremely doubtful 
whether they will be able to continue to do so in the future. The 
area in question is a narrow strip of land between the rivers Lippe 
and Ruhr, extending from the Rhine to the city of Unna, and covers 
about 1,390 square miles. Within its limits there are 200 collieries 
at work, having a yearly production of 80,500,000 tons and employ¬ 
ing 303,000 men. Assuming that shafts are sunk to a depth of 2,300 
feet, there is an ample supply of coal for the next two hundred years, 
even allowing a considerable increase in the output, and by sinking 
the shaft to 3,200 feet there is enough supply for three hundred years. 
There are also 120 iron works in this area. 

ROUTE OF THE DORTMUND-EMS CANAL. 

The law sanctioning the construction of this canal was passed 
July 9, 1886. It fixed the starting point at the city of Dortmund, 
thence to Munster, Bevergen, and Papenburg. Beyond the latter 
place the canal follows the lower Ems, and from Oldersum a lateral 
canal leads to Emden, completing the route. The distance from Dort¬ 
mund to Emden via canal is 168 miles. The object of the lateral 
canal was to avoid the widening estuary of the Ems above Emden, 
where navigation for canal boats is unsafe. There is also a branch 
canal which connects Herne with the main canal at Henrichenburg, 
and is 7 miles in length. 

The summit level of the canal at Dortmund is 230 feet above zero 
at Emden. The first section is 9J miles to the ship elevator at 
Henrichenburg, which makes connection with the main canal and 
lower the boats 46 feet, or 184 feet above zero. The second section, 
from Herne to Munster, is 41§ miles long. At the latter place there 
is a lock with a fall of 20J feet, which connects with the so-called 
“ Midland reach,” which extends from Miinster to Bevergen, a dis¬ 
tance of 23 miles. This level is 164 feet above zero and it is from 
the end of this section that the proposed canal to Hanover and 
eventually to the river Elbe will be built. This new extension, when 
finished, will connect Munster with Hanover, a distance of 130J 
miles, without a single lock. From the Midland section the canal 
descends to the Ems by locks, with falls varying from 11 to 13J feet, 
the last lock leading into the river at Gleesen; it has a fall of 20J feet 
and is built with side basins, the same as the locks at Munster. Up 
to this point all locks have an available length of 220 feet, the 
entrances are 28-| feet wide, and the depth of water on the sill is 10 feet. 

Beyond the Gleesen locks the canal follows the river Ems for 
about a mile, where by means of a regulating lock it enters the former 
Haneken Canal. Below this junction all locks in the canal and in 
the canalized Ems have a length of 541J feet and an entrance width 





RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 107 


of 33 feet. There are four locks on the Haneken Canal and five open 
on the Ems between Meppen and Herbrum, 133J miles from Dort¬ 
mund. Below Herbrum to Emden there is a sufficient width and 
depth in the river to accommodate canal-boat traffic, and here the 
open Ems is utilized for a distance of 28 miles. 

In order to descend from the summit level to the main section of 
the canal it was at first planned to establish a series of locks follow¬ 
ing the fall of the Emscher Valley; but this idea had to be abandoned 
on account of not having a sufficient supply of water available at the 
highest point for locking. The water of the Emscher could not be 
used, as it was too foul, being polluted by the sewage of Dortmund 
and by the water pumped into it from numerous coal mines. 

The canal crosses the watershed between the Emscher and the 
Lippe Valleys in a cut 33 feet deep to canal bottom, across the 
Lippe Valley on a raised embankment, with towpath that is 44| feet 
above the ground level. The river Lippe is crossed on a stone 
aqueduct having three spans of 69 feet each. Crossing the water¬ 
shed of the Lippe and Stever Valleys necessitated a cut 39J feet 
deep, and the embankment that crosses the Stever Valley is of the 
same height. The river Stever is crossed by another aqueduct, hav¬ 
ing three spans of 41 feet each, situated 1^ miles below Munster; the 
river Ems is crossed on a massive aqueduct having four spans of 
41-J feet each. The canal has to overcome the greatest difference in 
levels within the drainage area of the Ems at a point near Riesen- 
beck, where it passes through a cut 41 feet deep. Beyond the lock at 
Bergeshoevde the country descends rapidly, so that the sections, from 
lock to lock, do not exceed more than 5J miles in length. Such short 
reaches between locks, however, are not to be recommended. In the 
present example, the headway from the water to the soffit of a bridge 
crossing over the canal has been fixed 13J feet, but it is intended to 
increase to 15 feet. The water level above the regulating gates on 
the Haneken Canal is kept down by a massive overflow weir giving 
free fall. 

In the upper four reaches of the Ems, between Meppen and 
Herbrum, the water is dammed by needle weirs. At Herbrum sluices 
were considered necessary, as under certain conditions the water below 
the sluices can rise to a greater height than below. There are in all 
20 locks in the canal. 


DIMENSIONS OF CANAL. 

The canal has a depth of 8 feet 2J inches, and the width of the 
canal at the bottom is 59J feet. Dimensions fixed for future Prussian 
canals are not essentially different. The area of the standard wet 
cross section is 639£ square feet. 

EARTHWORKS AND PROTECTING SLOPES. 

Originally it was not thought necessary to face the slopes through¬ 
out, but during the course of construction it was discovered that the 
material for forming the slopes was in most cases of a sandy nature, 
and not compact enough to resist the wash of passing vessels. 


108 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

CANAL ELEVATOR, LOCKS AND BRIDGES, ETC. 

It is not proposed to give a minute description of the various struc¬ 
tures along the entire canal, but will suffice to allude briefly to some 
of them that are novel in construction. Any person desiring more 
detailed information is referred to a series of articles published in 
the Zeitschrift fur Bauwesen, Ernst & Korn, Berlin. 

CANAL ELEVATOR. 

The most important structure on the canal is unquestionably the 
elevator at Henrichenburg, which serves to overcome a fall of 36 feet 
between the Dortmund and main sections, capable of accommodating 
vessels to 950 tons, having a length of 220 feet, 27 feet beam, and a 
draft of 6 feet 7 inches. All previously constructed elevators for simi¬ 
lar purposes were of much smaller dimensions. The oldest structure 
of this kind is the Anderlon elevator for raising vessels of 150 tons 
and that of La Louviere, completed several years ago, for 360-ton 
boats. The system of construction chosen may be described briefly 
as a floating lift. The substructure consists of five contiguous wells, 
each 30 feet 2 inches in diameter and 98J feet deep. No difficulty was 
found in sinking these wells to this great depth, as hard marl of 
great depth was fortunately found at this point with very few fissures. 
In each well floats a hollow cylinder or buoy 27J feet in diameter and 
32§ feet high. 

Each float, when immersed entirely under water, has a lifting 
power of 620 tons, so that the five cylinders together exert an up¬ 
ward pressure of 3,100 tons, which is equivalent to the weight of the 
trough, when full of water, plus the weight of the five vertical sup¬ 
ports upon which it rests. The trough is suspended by five vertical 
bands in a kind of cradle, which in its turn rests on the five lattice- 
work supports carried by the floating hollow cylinders. The whole 
construction, including hollow cylinders, vertical supports, and the 
tank or trough filled with water, are in perfect equilibrium, so that 
if any extra water is admitted the trough begins to sink, or if any 
water is abstracted, the trough begins to rise. In order to control 
the movement both up and down, to start the lift at the proper mo¬ 
ment, to stop it at any time, or to check the momentum at the end of 
rise or fall, and to hold the cylinders true, four massive vertical 
spindles are turned by shafting acting on all four spindles simulta¬ 
neously, causing them to revolve at a uniform speed. Both ends of 
the trough and both fixed shore ends of the canal are fitted with 
water-tight gates. 

The time occupied in raising one barge and lowering another averages 
twenty-five minutes. The actual time of raising or lowering theelevator 
trough is two and one-half minutes. The gates can only be lifted if 
the trough is in the exact position, otherwise the gear is locked. 
Neither can the trough be moved unless the gates are closed. The 
ends of the gates are beveled to form a joint with similar surfaces at 
the level. These surfaces form a frame round the trough and the 
level being rubber jointed they make a water-tight connection of the 
trough to the level as soon as the oblique ends of the trough, in its 
ascent or descent, coincide with the oblique ends of the level. The 
oblique surfaces of the canal level are fitted to a movable frame, 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 109 

which can be adjusted according to the height of the water levels. 
Inside the frame between the two water gates there is a small space, 
which before the gates are lifted can be filled with water through a 
sluice valve in the gate of the level. On lifting the gates the same 
water pressure exists on both sides and the gates can be easily lifted, 
as their weight is for the most part balanced by counterweights. 

Screw spindles 80 feet in length and having an outside diameter 
of 11 inches are driven by an electric motor, as are the other move¬ 
ments of the elevator, such as the lifting devices for the lift gates at 
the divisions of the trough levels and the capstan for working the 
vessels in and out of the trough. The electric power is supplied 
from a special power plant erected adjacent to the elevator. 

OPERATION OF THE ELEVATOR. 

The operation of a transfer is as follows: If, for example, the 
vessel is to be transferred from the higher to the lower level, the first 
operation is to effect by a crank the unbarring and the uncoupling 
of the gates, also the filling of the space between the two gates inside 
the frame between the trough and the level. Then, by moving a 
handwheel, the motor of the guard is started and the gates are lifted 
22.9 feet. 

The bottoms of the gates are raised 16-J feet above the water. The 
vessel may now enter the trough. If the vessel is not self-propelled, 
the capstan rope is passed to the vessel and the entry completed. 
The gates are lowered by a slight turn of the handwheel, after which 
the doors are uncoupled by means of the crank movement, the level 
door unbarred and the sluice door closed. These operations are 
easily executed by two crank movements, and require only one attend¬ 
ant for each of the capstans. The capstan ropes are secured and 
released by the crew of the vessel. The attendant will then proceed 
to the trough and the guard attendant gives the starting signal to 
the attendant of the spindle motor, who by a simple lever movement 
starts the trough. 

The trough then descends by the spindle gear toward the lower 
level, where it is pressed by the gear against the jointing, while the 
movement of the spindle automatically ceases at the same time the 
unbarring of the gates commences. The attendant, who has descended 
with the trough, has in the meantime proceeded to the other end of 
same, and from there goes to the lower level, which has now been 
reached, and carries out with the hand cranks the same operation as 
at the upper level. The gates are unbarred, coupled and lifted, and 
the ship steams out of the trough, or is hauled out by the capstan. 

A second vessel can then enter the trough, the gates are shut, the 
trough ascends to the higher level and so on. If the vessel is self- 
propelled, it enters with its own power, which saves considerable 
time. A passenger steamer, for instance, can be transferred from 
one level to the other in from four to five minutes. It has at the same 
time performed from 500 to 650 feet of its journey. In the case of 
the heaviest vessels, not self-propelled, which have to be hauled in 
and out by the capstan, about twelve minutes are required for the 
transfer from one level to the other. 

The elevator has thus far worked without any hitch. It even be¬ 
haved extremely well on one occasion when, by accident, the trough 


110 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

ran dry during a downward journey, and the apparatus had to act 
under conditions for which it was never intended. Experiments 
made with the elevator have given very favorable satisfaction. In 
twenty-one working days of eight to ten hours each it was possible to 
effect 600 single transfers. Fifty successive double transfers required 
no more than twenty-four minutes each, in which time one transfer 
up and one down were made. 

The total cost of the immense undertaking was about 2,500,000 
marks ($595,000), a relatively low price. The working expenses for 
a transfer amount on an average to about 2 to 3 marks. This ele¬ 
vator which has alone overcome the whole difficulty of the higher 
level, has worked without interruption or breakdown since 1899. 
It was built by the firm of Haniel & Lueg, of Diisseldorf, Germany. 

The great aqueducts upon which the canal is carried across the 
Lippe, Stever, and Ems, are constructed entirely of masonry, forming 
noble-looking structures, which are well worthy of being studied by 
engineers in detail. 

BRIDGES. 

There are 185 bridges that cross the channels. Two of these are 
swing bridges and the others are fixed girder bridges, giving a head¬ 
way of nearly 16 feet above the highest navigable water level. The 
square span of the bridges was fixed at lOlf feet, in consequence of 
which the cross section of the canal is contracted at the bridges. In 
the long run it was found preferable to increase the spans of the 
bridges sufficiently so as not to contract at all the cross section of the 
canal. 

LOCKS. 

Among these, two deserve particular attention, namely, those at 
Munster and Gleesen, each with a fall of 20 feet 4 inches. Both locks 
have side reservoirs, in order to economize the water required for 
locking and to keep this quantity down approximately in proportion 
to that required for working all the other locks, regardless of their 
higher falls. The filling and emptying of the locks is effected by 
culverts, one on either side, formed in the side walls of the lock and 
each having a sectional area of 88J square feet. Each culvert is con¬ 
nected with the lock chamber by seven pipes. Communication be¬ 
tween the side reservoirs and culvert is made by cylindrical valves 
of 6 feet diameter. The connection between the culvert and the high 
or low-level reach can be shut off by sluice gates working on rollers. 
The average time required for passing a barge through a short lock 
is sixteen minutes. On an average, about thirty minutes are required 
to pass a train of barges through one of the long locks, including in 
both cases the time taken in getting in and out of the lock. 

WEIRS AND SLUICES. 

In the canalized Ems the water is held up in four deep-water 
reaches by needle weirs. At Herbrum there is a set of six sluices 
of 28 feet span each. These are necessary owing to the need of mak¬ 
ing provision for shutting out the water in the lower reach which 
occasionally rises higher than the water level in the upper reach. 
The sluices work on rows of rollers in a manner similar * to that 
adopted on the Manchester Ship Canal. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. Ill 


STOP GATES. 

For the purpose of dividing the canal into isolated reaches, stop 
gates of an entirely novel construction have been adopted. It was 
considered necessary to introduce such gates, because every embank¬ 
ment of any great height, leading through a valley, forms a constant 
source of danger. Each stop gate is closed by an attendant who lives 
on the spot and whose business is to close the gate immediately on 
receiving a yarning signal. 

WATER SUPPLY FOR THE CANAL. 

In calculating the quantity of water required for feeding the 
canal, it was assumed that the loss of water through evaporation and 
percolation would amount to 2.83 gallons per second per mile. At 
the outset, after the canal had been open for traffic, this loss was 
found to be 3.68 gallons, or 343 gallons for every 93J miles of canal. 
To this quantity had to be added the amount lost through locking at 
the end of the lock. The total amount thus required for replenish¬ 
ing the canal is supplied by a pumping station on the banks of the 
river Lippe, where the feed water has to be raised to a height of 51-J 
feet. At the present time there are four centrifugal pumps driven 
by steam power, each pump being capable of raising 194 gallons per 
second. Each pump is driven by a 400-horsepower engine. Besides 
the water supplied by pumps, the canal is also fed by natural water 
courses. The summit reach is fed from the main reach by two pumps, 
each of which can raise 55.3 gallons per second. On an average dur¬ 
ing the summer months, the water lost from the canal through evapo¬ 
ration and percolation amounts to a depth of 1.063 inches daily. 
The greatest total loss by evaporation amounts to 8f inches dur¬ 
ing the month of August; that is, three-tenths of an inch per day. 

CANAL PORTS. 

There are several ports and many wharves along the canal for the 
interchange of traffic. Large harbors are situated at Dortmund and 
at Emden. The wharves are formed by widening out the canal on 
one side of the points in question by about 33 feet for one or more 
ship lengths. 

COST. 

The work was begun in 1893, and on the 11th of August the canal 
was opened for business by the German Emperor. 


Purchase of land---$1, 951, 600 

Earthworks and slopes- 5, 569, 200 

Locks, bridges, etc_ 5,426, 400 

Subsidiary works, ports, etc- 1, 261,400 

Reservoirs, pumps, etc- 261, 800 

Engineering, etc_ 1> 618, 400 

General expenses and unforeseen contingencies- 2, 499, 000 

Maintenance during construction--- 309,400 


Total_:_ 18, 89(7, 200 












112 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


The above sum is the cost for 156f miles, or about $121,662 per 
mile. 

The entire canal with its appurtenances was built at the expense 
of the State of Prussia. 


Dortmund Harbor. 

Ground was broken for the Dortmund Harbor on the 9th of Octo¬ 
ber, 1895, with appropriate ceremonies, and the harbor was finished 
and opened for business by the German Emperor at the same time 
as the Dortmund-Ems Canal—August 11, 1899. 

The Dortmund Harbor was built by the city of Dortmund, and, 
as it stands, cost about 8,250,000 marks ($1,963,500). The State 
assisted the city with a loan of 1,325,000 marks ($317,000) , on which 
interest must be paid, but which is redeemable by the city at any 
time; 1,100,000 marks ($261,800) were paid out for land for the 
harbor basins, quays, storage, and warehouses and railroads, which 
cover about 300 acres, and there remains as much more for extension 
and building. 

Ten years have passed since the opening of the original harbor. 
To the original canal harbor, which lies at the beginning of the 
canal, an extension has been added, making the basin about 1 kilo¬ 
meter (0.62137 mile) in length. To this has also been added three 
large basins 60 meters (196 feet) wide and from 360 to 500 meters 
(1,181 to 1,640 feet) long, and also a petroleum harbor near by, which 
is separated from the rest of the harbor by a floating barrier con¬ 
trivance, which prevents the spread of burning petroleum over the 
whole harbor in case of fire. 

The total length of the available wharfage on the harbor basins 
is nearly 6 kilometers (3.72822 miles), and the entire harbor basins 
are surrounded with a vertical stone quay, composed mostly of basal¬ 
tic blocks, which forms a durable and excellent wharf. A new basin 
is in course of construction which will have a length of 400 meters 
(1,312 feet). This, in connection with the old town harbor, is in¬ 
tended especially to accommodate shipping companies, forwarding 
agents, and others interested in the development of harbor traffic. 

The entire harbor basins and wharves are connected by the city 
railroad with the harbor railroad station, which is a regular tariff 
station of the State railroads. Storage warehouses have been built 
for the convenience of the canals and railways, supplied with water, 
drainage, and electricity for power and light. These may be rented 
at moderate prices. The city also leases ground with hereditary 
rights of building and re-leasing, which gives practically perpetual 
rights. Two wide iron bridges lead across the harbor basins from 
the city, avoiding a wide detour. A swing bridge for passenger 
traffic is also being built across the new harbor basin. A passenger 
waiting room has also been provided for the swing bridge. 

The city has erected convenient, modern appliances for loading and 
unloading freight of all kinds. In front of the three large city ware¬ 
houses are four electric-power portal cranes for removing freight 
from ships to storehouse or to railway wagons, or vice versa, and 
there is also a large steam-power crane for handling coal, ore, etc. 
A hydraulic filter is also supplied, whereby from 10 to 12 tons of 
coal per hour can be tilted into the barges. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 113 

One of the storehouses is utilized as a customhouse and bonded 
warehouse, where goods may be stored free of duty until removed. 

For the storage of grain, a large elevator has been built. It is six 
stories high and is provided with an apparatus for handling grain 
by which 77,161 pounds of any kind of grain may be taken from or 
loaded into ships and placed on any floor of the elevator. At the 
same time it frees the grain from all particles of dust or dirt, weighs 
it, and, if necessary, places it in sacks, trucks, or carts. By the same 
mechanism it is also possible to move the grain to the different floors 
of the elevator or where otherwise required. Electric power for 
lighting, supplying the electric current for motors, cranes, etc., is 
supplied from the city electric works. The supply cable connecting 
the works with the harbor is about 2 miles long. From here the 
current is distributed throughout the harbor, and at the same time 
reduced from high to low tension. The current is transformed from 
1,200 volts to 3,200 volts. Cables or wires for the fire alarm and 
for electric clocks are laid together with the electric high-tension 
cable. 

The water supply for the harbor comes from the city waterworks 
and is piped in water mains throughout the entire harbor, which, 
together with an ample supply of hydrants, offers efficient protection 
from fire. Connection has also been made with the harbor and city 
systems of sewerage, affording perfect drainage for the harbor and 
its buildings. 

The adjoining country north and west as well as that part of 
Westphalia to the south and east forms a very busy industrial neigh¬ 
borhood from which traffic is drawn. This territory extends as far 
west as Gelsenkirchen and Essen, southerly to Grevenbroich, and 
westerly to Lippstadt and Warstein. There is no doubt that in 
future the effect of the cheap traffic way offered in the Dortmund- 
Ems Canal will make itself felt and this zone will be continually 
extended into the interior, especially toward the south, the more the 
harbor at Emden is visited bv ocean steamship lines. Formerly this 
territory has been served by Hamburg and Bremen on the one side, 
and by Rotterdam and Antwerp, via the Rhine and railroads, on the 
other. The constantly increasing traffic for the past seven years 
assures a healthy increase for the future. The chief articles of 
export from the surrounding country are coal, coke, briquets, iron 
rails, and sleepers, from the immediate coal and iron industries, and 
towns farther inland send various products of the small-iron, metal, 
glass, and other industries. Axes, shovels, forks, anvils, vices, axles, 
glass, paper, and copper and bronze wire are dispatched over the 
Dortmund-Ems Canal to Hamburg and other eastern ports for ex¬ 
portation. 

The receipts are grain, meal, sugar, iron and other ores, wood, 
sand, and gravel, and for the inland trade, corn, oils, fats, spirits and 
other necessities. 

More and more the fact is becoming known that this route offers 
a material saving in forwarding freight as compared with previous 
railroad rates. It is estimated that 1 mark ($0,238) per ton is saved 
on ordinary materials, and on piece goods the saving is very much 
greater. The freight on 100 kilograms (220 pounds) from Dortmund 
to Hamburg by rail is 2.48 marks ($0.60) and by canal it is only 95 


65734—11-8 


114 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

pfennigs (23 cents). From Dortmund to Stettin the rate on the 
same goods is 5.02 marks ($1.19) and by canal it is 1.30 marks 
(31 cents). To Danzig and Konigsberg the rates by rail are 7.25 and 
8.09 marks ($1.72 and $1.92), respectively, while the rates by canal 
remain the same as from Dortmund to Stettin. With such a great 
difference in the freight rates the small charges for loading and 
unloading from rail to ship and vice versa of about a cent per 220 
pounds plays no part. By the collective forwarding of piece goods 
from place to place of course the difference in rates would not be as 
much, but it is safe to say that by use of the waterway one-half of the 
railway charges may be saved. For certain goods, such as coal, iron, 
steel, cotton, resin, dyers’ woods, petroleum, linseed, maize, oats and 
various raw materials, the railroads offer low rates, but for goods of 
this description the canal offers exceptionally low charges, especially 
if it is a question of regular arrivals and large quantities. 

From Dortmund to Emden regular weekly sailings have been estab¬ 
lished in order to promote quick dispatch. To Emden the time neces¬ 
sary is about three days, which is just as quick as by rail. To Ham¬ 
burg it takes from five to six days, and to Danzig, Stettin, and Ko¬ 
nigsberg from four to ten days is required. This service connects at 
Emden with steamers of the Neptune Steamship Line for the north 
and east sea harbors. These in turn deliver freight inland to the 
canal boats, which distribute along the canal ports and to the Dort¬ 
mund terminal. There are also many seagoing canal craft and 
lighters, which collect all local freight for the north and eastern 
ports, and return, bringing large quantities of pyrites and other raw 
materials destined for the interior. The shipping is principally 
controlled by the Westphalian Transport Company (Limited), but 
there are besides a large number of Dutch sailing boats, “Tjalken,” 
which accept freight from Dortmund and all along the canal for all 
the seaports on the north and east seas. Other new companies are 
being formed to cover even a more extended field. 

The great saving in freight is sure to attract additional traffic to 
this waterway to such an extent that its future importance is assured. 
It is not only of immense benefit to the immediate territory, but is 
beginning to be an outlet for the interior. For these and other rea¬ 
sons it is proposed to connect in the near future the canal with the 
Khine and the Weser. 

In order to offer better connections to the industries lying to the 
southwest, the city is building a railway line to Horde, which will 
bring the great iron works, Hoch and Horder Yerein (society), in 
direct communication with the harbor, and increasing thereby the 
railroad facilities. 

It is true that this new undertaking will require an outlay of from 
4,000,000 to 5,000,000 marks ($952,000 to $990,000), but the city of 
Dortmund fully believes that the millions spent in the interests of 
traffic will bring its full reward in time. 

For further particulars as to the original history of the harbor, 
its building and completion, reference may be had to an illustrated 
' volume entitled “ Harbor of Dortmund,” by Kegierungs und Baurath 
Mathies, published in 1899. 

For the development of the harbor from the time of opening to 
the present year; for extensions and improvements; for buildings 
and bridges, wharves, cranes, etc., giving plans and illustrations; for 


KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 115 

the building of the city railway for the harbor and its environs; its 
railroad stations and connections; for a list of the firms situated on 
the harbor and in the vicinity; and for all statistics in regard to the 
costs, development, and increase, covering the amounts and lands of 
freight handled from year to year, reference to a smaller book on the 
Dortmund Harbor, written and published this present year, by 
George H. Schmidt, is respectfully suggested. 

The Duisburg-Ruhrort Harbor. 

The combined harbors of Duisburg and Ruhrort form what is 
probably the largest and most important artificial-basin harbor in 
the world. It is situated at the junction of the river Ruhr and the 
Rhine, in the northwestern part of Rheinish Prussia. 

The river Ruhr was made navigable for small barges by the 
building of 1G locks, which were finished in 1780. By means of this 
route it was made possible to transport the products of the rich coal 
beds of Westphalia to the Rhine, and thence to upper Rhine cities, 
and also down the Rhine to the seaports. The income from locking 
fees and storage of coal at Ruhrort was set aside as a separate fund, 
and from this fund the entire Ruhrort Harbor has been built, which 
is a good example of the fact that it is possible to make the transpor¬ 
tation improvements of a stream pay for themselves out of their own 
income. Ships bringing coal from Westphalian mines were obliged 
to unload or transfer their cargoes at Ruhrort, and it was therefore 
necessary to build dikes above the flood mark for the storage and 
handling of the coal, and from this beginning new basins have, from 
time to time, been added, which may best be studied in the different 
maps in a book entitled “ Die Duisburg—Ruhrorter Hafen,” begin¬ 
ning on page 20, which shows the development from 1758 to 1890. 

Duisburg is one of Germany’s oldest cities, although not of Roman 
origin. Already, in the twelfth century, it had become a trade center 
of importance, and semiannual “markets” (messen) were held since 
the year 1173. Duisburg at this time was directly on the Rhine, and 
her ships traded as far up the Rhine as Strassburg, and down the 
river to Rotterdam, and as far as London. In 1270 the river Rhine 
changed its course and Duisburg found itself separated by a distance 
of a mile and a quarter from the river. This proved a great setback 
to the development of transportation, for in the old channel only 
very small flatboats could be floated, and it was necessary to move the 
loading place for vessels from the Rhine to the lowest stretch of the 
Ruhr. Later the custom-house was also built at this place. The 
Duisburg Harbor was begun by a company called the Rhine Canal 
Company (Limited). This company built a canal from the Rhine 
to the city, which again brought back direct communication with the 
river. This work was begun in 1828, and three years later the first 
ship arrived from the Rhine and anchored before the head custom¬ 
house. In the course of a year or two practically all the former 
traffic was regained. 

Shortly after this canal was finished and in working order another 
company was formed, called the Ruhr Canal Company (Limited), 
to connect the Rhine Canal with the river Ruhr. This work was 
begun in 1840 and finished in 1844. Two locks were necessary, and 
an agreement was made between the two companies whereby free 


116 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

passage was granted to vessels of the new company through the 
Rhine Canal on payment of one-fourth of the earnings to the new 
company. Through the development of the railroads and the rivalry 
of Ruhrort Harbor with its more convenient connections, the in¬ 
comes of these companies suffered so that they finally combined 
under the name of the Rhein-Ruhr Canal Company. Later impor¬ 
tant connections were made with railroad lines, but the income was 
still insufficient to meet obligations and pay expenses. The city, how¬ 
ever, loaned money for improving the locks and widening the old 
Rhine Canal, and at the same time connection was made between the 
outer harbor and the Bergisch-Markische Railroad. From this time 
on business increased so rapidly that not only was it possible to pay 
all expenses, but the income was sufficient to make many needed 
improvements. During the following years continual improvements 
were made. In 1889 the harbor came into possession of the city of 
Duisburg. In 1892 the inner harbor Was extensively widened, and 
in 1895 to 1898 the new parallel harbor was built, together with a 
special entrance from the Rhine. The harbor now had a wharfage 
length of 6.83 miles, a water surface of 1044 acres, and wharfage and 
building space of 445 acres. The total cost for the harbor to the city 
was 13,000,000 marks ($3,094,000). The Ruhrort Harbor, together 
with its railroad connections, belongs to the State, and both this har¬ 
bor and the Duisburg Harbor prospered, and nearly all available 
space for industries was taken. In 1905 it was considered best 
for the continued success of both harbors that they combine their 
interests, and as it was impossible for the Ruhrort Harbor to take 
over the Duisburg Harbor and assume its obligations, it was decided 
to give the entire management of both harbors into the hands of a 
special board of managers, whose duty is to administrate both prop¬ 
erties. This administration is to collect all rentals, fees for harbors 
and canal, together with the harbor railroad system and the disposi¬ 
tion of the property held by both properties. Ten per cent of the 
income is to be reserved for improvements and a reserve fund not to 
exceed 5,000,000 marks ($1,190,000) ; then, after all expenses are paid, 
the net profits are to be divided between the Ruhrort Harbor Com¬ 
pany and the city of Duisburg. This arrangement is to continue 
until the Duisburg Harbor debt is paid, when it will become optional 
for the Ruhrort Company to buy the Duisburg Harbor at a fair 
value. 

Both Ruhrort and Duisburg are on the same banks of the Rhine, 
separated by the river Ruhr but connected by the new so-called 
Kaiserbridge, which is one of the finest works of its kind in Germany. 

For the history of these combined harbors, together with the plans, 
maps, and specifications of all the buildings, bridges, locks, mecha¬ 
nism for loading and handling freight, together with statistics as to 
costs of construction, increase of traffic, and amounts of classified 
freight handled, reference is suggested to two books entitled “ The 
Duisburg-Ruhorter Ilafen ” and “ Guide through the Ruhr Harbors.” 

Neuss Harbor. 

Neuss, during the German-Roman period, owing to its convenient 
situation on one of the Roman roads that connected what is now 
Belgium and the river Maas with the Rhine, and as one of the prin¬ 
cipal Rhine crossings, was an important trading point. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 117 

In the eleventh century Neuss as one of the principal cities under 
the Archbishop of Cologne, was granted special privileges for trade, 
^ and in 1190 the cities of Cologne and Neuss were freed from paying 
the Rhine duties at Kaiserwerth, which shows that even at that time 
Neuss had reached an important point as a trade center. 

The river Erft made a navigable connection with the Rhine to the 
north and the Rhine arm connected to the south. In 1195 this north 
connection began to fill in with sand and gradually receded, so that 
by the middle of the fourteenth century it was impossible for large 
vessels to reach the city. Therefore it was necessary to remove the 
landing place farther and farther until, in the year 1372, the Arch¬ 
bishop of Cologne removed the principal customhouse to the old town 
of Zons. The old channel had by this time become only a small arm, 
which for transportation purposes was of no value. 

Notwithstanding this great setback, the clever tradesmen of the 
city continued to improve their trade for another century. Later 
came the storms of war, epidemics, and fire, and in the last half of 
the fifteenth century the city withstood a siege of 11 months in the 
Burgundian War under Charles the Bold. Afterwards came the 
terrible Thirty Years’ war, which decimated every place in the land, 
and in 1576, on the 1st of May, a greater part of the city was de¬ 
stroyed by fire. Eleven years later came a pestilence which nearly 
wiped out the entire population. 

From 1627 the regular ship traffic between Cologne and Neuss and 
other harbors was so badly affected by war, etc., that the freight 
rates were necessarily raised, until they were a great detriment to 
trade. 

A new awakening came after the French Revolution, and the 
abolishing of many of the old so-called Rheinzolle (Rhine duties) 
had a beneficial effect, but new fees were added, and it was not for 
many years after that these burdensome tributes were annulled. 
The abolition of these taxes was made by Napoleon. He also pro¬ 
posed a canal that should connect the river Meuse with the Rhine, 
and should pass through Neuss, thus giving the city a direct com¬ 
munication with Viersen, Venlo, the river Maas to the river Scheldt, 
and Antwerp. Work was begun on this canal in 1808, but after 
working for two years and spending about $800,000, on account of 
Holland having been taken into the French Empire, it was no 
longer considered necessary, and was abolished in 1810. 

After the fall of Napoleon and the return of Rhineland under 
Prussian rule in 1815. another effort was made to make a navigable 
connection with the Rhine. After much discussion it was finally 
decided to utilize the old stream—the Erft—for the project, and in 
1818 permission for building was granted. The lack of capital and 
the difficulty of raising the same delayed the building until 1837, 
when, after two years, the Erft River bed was widened and made 
deep enough to accommodate large vessels to the city. The hopes of 
regaining its former importance as a trade center were soon realized, 
and shipping increased rapidly. In 1886 connection was made with 
the state railroads, the better to accommodate and connect the inte¬ 
rior with the canal. With the development of shipbuilding and the 
introduction of steam pow r er and the consequent increase in the size 
of vessels, it was imperative that the canal should be enlarged and 


118 KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

made deeper to accommodate the increased draft of vessels. This work 
was done as soon as possible and the canal was given a width at the 
bottom of from 65 to 82 feet. A turning basin was dug in one part 
of the canal by widening it to about 400 feet, so that together with 
the mean low depth of 8 feet 4 inches it was not only possible to 
accommodate the largest Rhine steamers, but also the Rhine ocean¬ 
going steamers. The immense amount of earth so removed was 
utilized to till in the right bank of the canal and for filling the wharf 
space along the canal, at the same time giving protection against 
inundation in time of floods. At the mouth of the canal, where it 
enters the Rhine, the canal has a width of 131 feet. 

Ten years later, in 1893, it was decided to increase the harbor by 
building a great harbor basin which could be extended to the south¬ 
ern part of the city, thereby greatly adding to the wharf and building 
space. At the same time the city decided to open up a large tract 
of land for the building of factories, warehouses, etc., that should be 
attracted by the excellent facilities for loading and unloading goods 
and the low rates of water transportation. At the same time plans 
were made for the building of a narrow-gauge railroad that should 
connect all new wharf and building space with the state railroads. 
In 1908 this great work was finished, and on June 17 of that year it 
was formally opened for use. The new basin is 2,400 feet in length 
and has a width at the bottom of 164 feet and the same depth as the 
canal. The sloping walls to the Erft Canal and the old harbor are 
7.7 meters (25 feet) high. This is not quite high enough to resist high 
. water, but it makes an excellent unloading place for small vessels 
and avoids high lifting of the freight. The new harbor and its 
wharves and building space are well over the high-water mark and 
quite safe from being flooded. The banks are protected by a stone 
wall 36 feet high. On the city side of the canal the stone wall has a 
foundation of cement to withstand the extra traffic, as this side is 
reserved as a permanent wharf for unloading and loading. As the 
business increases new parallel basins will be built, one of which is 
already in process of construction. 

At the same time that the new harbor basin was being dug the city 
erected on the city side of the harbor a new storage warehouse. The 
old harbor was enlarged 82 feet in width as far as the turning basin, 
thereby giving space for the warehouse and for other freight for¬ 
warding companies. On the opposite side much new space for build¬ 
ing was made available, and at the same time connected with the 
harbor railroad. Many new industries have bought land on this new 
ground, and among them are the International Harvester Company 
and the American Radiator Company, both branch factories of the 
great Chicago firms of the same name. The former has taken about 
25 acres and the latter 14 acres. The sale of land for these two com¬ 
panies so encouraged the administration that they immediately com¬ 
menced a new parallel basin which should form adequate wharfage 
and loading and unloading facilities for these new ventures. 

The harvester company is situated on a promontory which has 
canal accommodations on three sides. In the case of the radiator 
company, the new canal was necessary in order to give it direct canal 
communication. Both firms are in process of erecting the necessary 
buildings for their respective plants. The harvester company com- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 119 

menced building in April, 1909, and it expects to have the works in 
operation in February, 1910. It may be of special interest to know 
that agents of the International Harvester Company made a tour of 
the entire waterways of Germany, finally deciding that the Neuss 
Harbor offered superior advantages to all others. Many of the har¬ 
bors only rent space for building purposes, while at Neuss ground can 
be either purchased outright or rented on lease for usually fifteen 
years. Leases are made upon a 4 per cent basis of the value of the 
land, with an option of releasing at the end of the term at a revalua¬ 
tion. Not only is the Neuss Harbor convenient to the railroad 
centers of Europe, but it is on the most important waterway in the 
Empire and in direct connection with the great seaports of Ger¬ 
many, Belgium, Holland, England, Sweden, Norway, Denmark and 
Russia. They are building their own cranes for handling their raw 
materials and products, and all machinery, etc., is brought in the 
original packing right to their door. They will also have the ad¬ 
vantage of the lowest rate of freight to all points for their manu¬ 
factured products. It is expected that they will soon have to employ 
a force of 600 workmen. It is proposed to introduce American ma¬ 
chinery and to reproduce the harvester machines exactly as they are 
manufactured in the home factory. Through the expiration of the 
original patent rights and the duplicating of their machines by for¬ 
eign manufacturers it was no longer possible to pay foreign custom 
duties and be able to compete with the foreign makers, but it is hoped 
that by manufacturing with superior American machinery and meth¬ 
ods they will be able to successfully compete with the foreign manu¬ 
facturer upon his own grounds, thereby continuing to hold the for¬ 
eign trade they have so long enjoyed. 

The city storage warehouse, erected in 1906, is located very con¬ 
veniently to the city and is built entirely of iron-concrete. It is 656 
feet long by 45 feet wide and four stories high. It cost about 400,000 
marks ($95,000). The rental is made upon a 6 per cent basis of the 
cost of building. This building is rented to spediteurs and for¬ 
warders who are especially interested in building up the trade and 
traffic of the harbor. Special facilities have been furnished for the 
convenient handling of freight. Twenty railroad tracks, three half¬ 
portal cranes, elevators, and one large bridge crane are at hand to 
quickly remove the cargoes from ship or car to the storehouse, or 
vice versa. 

In 1908 a large basin was built to accommodate the large rafts of 
logs arriving from the Schwarzwald (Black Forest). This basin 
has a wharfage length of 12,795 feet and a water surface of 158,000 
square meters. 

Since 1903 the following improvements have been finished or 
started: 

The new harbor basin; begun in 1905, finished 1908. 

Widening the old harbor and connecting it with the new harbor; 
begun 1907, finished 1908. 

Building the Ring and Harbor Railroad, with a total length of 
rails of 21 miles; begun in 1904, finished in 1908. 

The beginning of a new parallel basin; begun June 25, 1909. In 
November 247,000 cubic meters had already been moved. 

A large flour mill at Neuss cost about 2,500,000 marks ($595,000), 
and has a capacity of 2,500 sacks of wheat or rye per day. This is the 


120 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

largest industry situated on the old harbor. Two ship elevators having 
a capacity of moving 220,000 pounds of grain per hour have been 
installed. Neuss has an important trade in flour and grain. Neuss 
is also an important market for lumber; large sawmills and lumber¬ 
yards covering 50,000 square meters of space are situated on the har¬ 
bor. Large imports of American sawed lumber are regularly re¬ 
ceived by this cheap water transportation. 

Since 1905 thirty large industrial firms have bought space and 
built their factories or plants on the new Neuss Harbor, which offers 
an excellent example of the rapid increase of business and also of 
population. 

Every facility for the quick and convenient handling of freight 
has been provided by the city. They have two steam towing boats 
of 180 tons each, which are provided with pumps for fire purposes. 
The city railroad possesses 100 wagons and 5 locomotives. Prices 
for towing and unloading vessels are made as low as possible, as may 
be seen in the accompanying lists of charges. This undertaking 
which has been so successfully planned and carried out offers an 
excellent illustration of the possibility of a city in reduced circum¬ 
stances, and with only a population of 4,000, assuming obligations of 
8,000,000 marks and developing the undertaking to a point where its 
ultimate success is assured. At present there is a deficit of about 
30,000 marks ($7,140) per year which is made up by the city. A 
plot of 25 acres of ground on the new canal was recently sold for 
400,000 marks ($95,000), or $3,800 per acre. Without the new har¬ 
bor improvements this land would not have been worth one-tenth of 
this amount. The city has also increased in population to 35,000 and 
is growing at present at the rate of 1,000 per year. What the city 
gains in taxable property and trade with this great increase more 
than makes up for the debts incurred. If the city had not looked 
into the future and made provision for it by the public utilities it 
has installed, it would still be a small village of no importance, as 
it was years ago after the Thirty Years’ war. 

There are employed in the harbor, on the railroad, the towboats, 
and for policing the harbor, and for running the cranes, and as 
laborers, from 160 to 200 men. They are paid from 3.50 to 4 marks 
($0.83 to $0.95) per day, inclusive of all Sundays and holidays. 

For more minute details as to statistics of the growth of the traf¬ 
fic, amount of freight handled from year to year, etc., see two books 
entitled “Rhein-Erft-Hafen” and “Festschrift” of Neuss, 1908. 

The amount of customs collected in the harbor of Neuss increased 
from 4,907,340 marks ($1,127,994), in 1906, to 7,514,144 marks 
($1,788,366), in 1908. 


The Dusseldorf Harbor. 

The development of Dusseldorf as a river port of importance dates 
from the year 1288, when Graf Adolf V. Yon Berg granted special 
privileges to the city, allowing it to collect revenue from all passing 
vessels on their way to the mountains. Many of the ruling barons 
having portions of their domains on the Rhine, including the great 
Bishopric of Cologne, fatted on the tribute collected from the river 
traffic, and this condition lasted for many years. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 121 

The growth of the city and of its trade was necessarily slow and 
seriously retarded owing to the so-called “ Staple right,” which had 
long been enjoyed by its powerful neighboring city Cologne. This 
right compelled all passing vessels to unload and put their cargoes 
on sale for at least three daj^s, after which time they were at liberty 
to reload the unsold portion of their goods and transport them far¬ 
ther up or down the river, as they wished. 

High duties were collected (Rheinzolle) not only here, but in many 
other places on the Rhine, and under such burdens it was impossi¬ 
ble that a healthy growth in the business of navigation should exist. 

Napoleon abolished the Rhine duties, but new tolls were levied, 
such as octroi, recognitions, and bridge-passing taxes, and the old 
unloading right at Cologne continued for many years. 

Nothing had been done in the way of improving navigation upon 
the river, and it was not until about 1831 that bordering States 
passed an act binding themselves to improve the channels and to 
secure the banks where necessary from washing away and to pre¬ 
vent inundation. At this time the levying of tolls and taxes at the 
different landing places had become so burdensome that the Cologne- 
Diisseldorf Steamship Company were obliged to pay an annual sum 
of 20,000 thalers ($14,280), equal to 2 per cent of their entire invested 
capital. Fortunately, in the year 1868 an act was passed abolishing 
all of these burdens of tribute, including the unloading law at 
Cologne, making the river free. 

WHARVES AND HARBORS. 

At all important places of trade upon the river new improvements 
were now made to meet the ever-increasing flow of traffic. Diissel- 
dorf, however, lost many valuable years in a warmly contested dis¬ 
cussion as to what the new improvements should consist of and as 
to where they were to be built. Finally plans were perfected for a 
new harbor to be built on the south side of the city on a peninsula 
caused by an acute bend in the river convenient to the city and its 
river frontage, and work was commenced early in 1891 and the har¬ 
bor was finished and opened for use with appropriate ceremonies 
on May 30, 1896. 

In order to utilize the river front, which extends along the entire 
old part of the city from the harbor entrance to the new Rhine Bridge 
and to afford adequate protection from inundation in times of high 
water, work was immediately started to build a solid stone quay and 
dock along this important way. Plans were made to raise and fill 
in the river front at the same time, so that the quay would be high 
enough to afford security against any possible river floods. These 
plans were also made to conform with those for the new Rhine 
Bridge, that was built in 1896-1898. The approaches to the bridge 
were filled in, forming a level the same height as the quay to which 
they were finally connected, and this wall, together with the “Na¬ 
poleon safety harbor,” forms a complete dike for the city. This 
dock is built mostly of cut stone and basaltic blocks, and is pro¬ 
vided with ample facilities for docking and landing passengers and 
freight. The city has also boulevarded and beautified the broad 


122 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

street back of the wharf, thereby adding much to the beauty of the 
city. This great work was not finished until 1902, since which time 
it has been in constant use. Being in direct communication with 
the harbor, it makes a most modern industrial landing. This, to¬ 
gether with the most excellent facilities for moving freight, proves a 
constant attraction for various industries to take advantage of excel¬ 
lent conveniences offered. The available ground for building and 
other purposes contained in the harbor covers about 335 acres, of 
which about 40 acres are immediately adjacent to the harbor basins. 
It also has over 6 miles of wharf, which makes it one of the largest 
artificial harbors extant. 

The uses of the harbor are varied, giving excellent opportunities 
for the forwarding of through freight from river and sea inland by 
rail to the most thickly populated and greatest manufacturing center 
of Germany, or vice versa, from land to water. There are 150 acres 
of wharf space, conveniently connected by the harbor railroad, with 
the best modern equipment for storage. 

Over 6 miles of broad well-paved roads connect the harbor basins 
and wharves with the city and the surrounding country. Forty 
electric cranes, with lifting power from 3,500 to 56,000 pounds, are 
erected at convenient places on the wharves for public use at a reason¬ 
able price. There are also special traveling cranes for loading and 
unloading sand and coal. Ships are not compelled to pay harbor 
charges, excepting those which enter the harbor to escape the danger 
of ice, without loading or unloading, when a fee is charged on the 
tonnage. A fixed rate of charges, according to value, is levied on all 
incoming freight by water, while outgoing freight is free. 

The city has provided special protection for the harbor against 
fire and thievery. A special fire company, with an auto chemical 
engine, fire hose, and hook and ladder, are on watch both night and 
day for immediate attack, and are also connected with the city fire 
department. Notwithstanding the fact that the entire harbor is 
piped with the city water mains, a special high-pressure system has 
been installed for pumping water from the harbor basins, so that it is 
possible to reach the highest buildings with water to quench the fire. 
Fire steamers are also constantly on duty. 

A police station, with sufficient force to patrol the entire harbor both 
day and night has been established. The harbor is well lighted by 
several hundred street lamps and electric arc lamps. Electricity is 
also furnished for cranes, elevators, motors, etc., part of the current 
coming from the temporary harbor plant and part from the city 
electric works. The current is furnished to the harbor tenants at 
regular city rates. 

The customs harbor has been provided, entirely at the expense of 
the city, with necessary buildings. A fine customs building, six stories 
high, built of stone and iron and concrete, is used for the combined 
purpose of customs collecting and for a bonded warehouse. It is 
lighted with electricity throughout and has elevators from cellar to 
roof, and cranes for loading and unloading. It is divided into three 
compartments with fire doors, and is both fire and rat proof. A pub¬ 
lic warehouse has also been provided; it is 540 feet long, is also built 
entirely of iron and concrete and is fireproof. Space in this building 
is rented to those desiring it at a reasonable rate. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 123 

Diisseldorf has now become an important trade center and its har¬ 
bor and wharves are among the largest on the Rhine. Space border¬ 
ing the harbor basins and docks was rapidly leased for all kinds of 
industries, until all was taken. Because of constant applications for 
more harbor space and the fact that the traffic had increased three¬ 
fold since the beginning, it was decided to extend some of the old 
basins and build new ones, which would add new leasing space of 
at least 50 acres. This new work was partly finished in 1887 and 
partly this year, 1909. 

The old petroleum harbor was abolished and placed at a more safe 
distance from the city; a new plant was built, with excellent facilities 
for storing and pumping the oil, also a factory for the distillation 
of benzine. The old petroleum harbor was utilized as a new harbor 
basin. 

Already much of this new space has been leased to various industries 
desirous of taking advantage of the cheap rates for receiving their 
raw materials by water transportation. The length and cost of the 
leases are made according to the value of the building, or plant, that 
is erected. They are subject to revaluation from time to time, ac¬ 
cording to the increase in value. 

The entire harbor is constructed without bridges or locks, and is 
in direct connection with the Rhine by an entrance 250 feet wide. 
All of the basins have a depth of 6J feet below the mean low-water 
mark of the Rhine, so that vessels can ride in safety with no danger 
of grounding at low water. This depth not only accommodates the 
largest river steamers having direct connection up the river as far 
as Strassburg but the large ocean-going steamers making direct 
transit with London, Rotterdam, Antwerp, and the Baltic ports as 
far as St. Petersburg. 

Cheap freight rates to all parts of the world are offered by local 
forwarders over all domestic and foreign lines, and this port is 
already recognized as an important harbor for seagoing vessels. 

A harbor freight station has been provided in connection with the 
harbor railroad system, which forms a gate to the harbor railroad. 
Fees for unloading, handling, and transport of freight end here, as 
far as harbor charges are concerned, and the state railroad tariff 
begins. 

A harbor has been constructed at Heerdt, on the left bank of the 
Rhine, that takes care of the traffic on that side. It has ample rail¬ 
road connections and will be increased in size as fast as the increase 
of traffic demands. This increase is growing rapidly, as is shown 
by the following: 24,211 tons of freight were handled in 1900, the 
first year, and for the year 1908, 257,587 tons were turned over. 

All of the work in harbor building and improvement has been done 
entirely by the city of Diisseldorf at an original cost of 18,000,000 
marks ($4,284,000). Owing to the great expenditure on the new 
harbor extension the income is sufficient to pay a fair interest and 
sinking fund on the investment, but the rapid growth of traffic, 
which has increased from 376,877 tons in 1895 to 1,083,333 in 1908, is 
most reassuring. 

Diisseldorf is the ninth city in Germany, and has a population of 
350,000. It is known as the “ Garden City,” and is situated in the 


124 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

center of the greatest manufacturing district in Prussia. Within a 
radius of 20 miles there is a population of 5,000,000 people. 

Three hundred and twenty trains arrive and depart from the 
central station carrying passengers only, a service excelled by few 
German cities. In 1907 there were 14,850 factories, employing 
98,902 workmen. The increase in general business is well illustrated 
by the receipts and expenditures of money at the branch of the 
Imperial Bank located in the city. In 1899, 1,993,313,100 marks 
($464,458,514) were handled, and this increased to 4,327,488,300 
marks ($1,029,792,215) in 1907. The collection of customs and in¬ 
direct taxes in the Diisseldorf harbor increased from 12,638,620 
marks ($3,007,991) to 23,967,328 marks ($9,107,444) in 1908. 


RIVERS AND CANALS IN THE CONSULAR DISTRICT OF COLOGNE, 

Report by H. L. Dunlap, Consul. 


This report refers only to the rivers Rhine and Moselle, which are 
the only navigable streams within the borders of this district. There 
is no canal within the district, so that no reference is made or in¬ 
tended in regard to that portion of the subject. 

I. Public Supervision. 

(a) The duty of supervising improvements, initiating new ones, 
and caring generally for the river is in the hands of the Rheinstrom- 
bau Verwaltung (commission for the improvement of the Rhine), 
with headquarters at Coblenz. This commission has general super¬ 
vision from the border of Holland to that of Switzerland, and once 
each year, accompanied by representatives of the transportation com¬ 
panies, members of the several boards of trade of the cities on its 
banks, and members of the agricultural societies of districts through 
which the rivers flow, journey from one end of the district to the 
other, holding consultations with the authorities where improvements 
or changes are asked for and making a thorough inspection of all 
proposed improvements. Afterwards the commission meets, con¬ 
siders all propositions before it, makes its recommendations, asks for 
appropriations, and sends its report to the national government at 
Berlin, which approves or disapproves as it sees fit. 

(b) (1) This commission possesses no power whatever over navi¬ 
gation corporations. (2) It has no power to regulate freight rates. 
(3) It publishes an annual report of its doings. (4) It maintains 
the channels of the streams so far as the money appropriated by the 
general government permits. It has no control over docks and 
terminal facilities, which are the property of the municipalities. 

(2) The statistics of water-borne traffic are collected by the 
authorities of all cities and villages and are published in book form 
by the Zentralkommission flir die Rheinschifffahrt (central commis¬ 
sion of Rhine traffic) in Mannheim, which includes them in its annual 
report along with other statistical information. 

II. Waterway Improvement. 

(a) No water power is developed by the improvement of rivers for 
navigation purposes. 

(b) The general government has undertaken the improvement of 
navigable rivers entirely; there is nothing done by local governments 
or private enterprise. 

125 



126 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The Prussian Government has, according to a statement made by 
the president of the Rhine Province at Coblenz in answer to inquiries, 
spent about 50,000,000 marks ($11,904,738) in the improvement of 
the river. This improvement consists in building walls to prevent 
erosion of the banks, contracting the width of the river to increase 
its depth by projecting walls of stone running into the river to hinder 
the flow and confine the water to the channel, and by blasting rock to 
deepen the channel in shallow places and dredge it where there is a 
clay or sand bottom. This dredging is kept up continually, and con¬ 
siderable revenue is derived from the sand taken out at points where 
it collects and fills the channel. 

III. Floating Equipment. 

(a) There are in use on the Rhine and its tributaries 11,077 boats 
of all kinds, according to the latest report obtainable, of which 1,318 
are steam passenger, freight, or tow boats, and 9,759 freight barges 
of varying sizes. The steamboats possess 295,848 indicated horse¬ 
power, and the barges have a capacity of 3,960,378 tons. 

There are a few ocean steamers of 1,500 tons which go up the river 
as far as Cologne, up to which city the average depth of water is 
9 feet; -at low water considerably less. A line of freight boats makes 
daily trips to Rotterdam, in Holland, having a draft of 1.20 meters 
(46 inches). The passenger steamers running from Cologne to 
Mainz draw even less, but they are used only for passenger traffic, 
mostly during the tourist season. 

All the freight traffic above Cologne is carried in barges, towed 
by either side-wheel or propellers built especially for that purpose. 
Of these Rhine steamers, 172 are side-wheel, with 112,338 horse¬ 
power, and 1,146 propellers, with 183,511 horsepower. Of this num¬ 
ber 99 are passenger, 68 passenger and freight, 192 freight, 18 freight 
and tow, 896 tow, and 45 in different uses. Of the 9,759 barges, 6,637 
are iron or steel with 3,443,297 tonnage, and 3,122 wooden boats, with 
517,081 tonnage. The Rhine fleet, owned in Germany, is valued at 
250,000,000 marks ($59,523,809) and is composed of 682 steamers 
with 188,690 horsepower and 2,800 barges, with 1,881,261 tonnage. 

SIZE AND DRAFT. 

The largest passenger steamers running above Cologne are 83 
meters long, 8.2 meters broad, and 1.30 meters draft, with 1,250 indi¬ 
cated horsepower (length, 272 feet; width, 27 feet; draft, 51 inches). 
The largest freight steamers from Rotterdam are 83 meters long 
(1 meter=39.37 inches), 10.08 meters broad, and 2.77 meters draft, 
with a load of 1,306 tons, the engines indicate 600 to 650 horsepower. 

Of the tow steamers which comprise more than two-thirds of the 
fleet the largest have from 1,500 horsepower down. The largest 
screw towboats are 43 meters long (meter=39.37 inches), 10.06 
meters wide, and 4.38 meters draft, with a load of 1,770 tons, indi¬ 
cated horsepower, 600. 

The largest barges are 123 meters long (meter=39.37 inches), 
14.08 meters wide, 2.85 meters draft, and a tonnage of 3,581 tons. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 127 


COST OF BOATS. 

The price of modern side-wheel towboats complete is from 250 to 
350 marks (mark=23.8 cents) for each indicated horsepower; of 
screw towboats, 200 to 260 marks (mark=23.8 cents) for each indi¬ 
cated horsepower; barges from 50 to 55 marks for each ton. 

(6) There are no special types of boats used for different pur¬ 
poses or on different reaches of the river, that being governed en¬ 
tirely by the depth of water. 

(7) Each towboat, according to size, tows from four to six barges, 
that depending upon the size of barge and the tonnage. Longer tows 
are not possible, owing to the crooked channel in places, for if too 
long the last barges would be liable to ground. 

(8) All barges are used wherever the depth of water permits. 

IV. Ownership of Vessels and Business Organizations. 

(a) No vessels are owned or operated by canal companies. 

(b) There have been no instances of combination in the Cologne 
district. Attempts to combine have been made, but not successfully. 

( c ) Vessels are not owned at all by railway companies. Many of 
the boats, both tow and barges, are owned by the coal-mining com¬ 
panies, whose output they transport. 

(d) The public authorities own and operate no vessels. 

(e) So far no combination of towing has been successful in secur¬ 
ing the cooperation of sufficient firms owning towboats to make a 
monopoly or trust. Sufficient independent lines have remained out 
to render all such attempts unsuccessful. 

V. Terminal Facilities. 

(a) All the docks and wharves along the river, except those of 
refuge from ice, are owned by the municipalities. Wharf boats are 
usually owned by the transportation companies and are inexpensive 
affairs. At the cities of Miilheim, Cologne, Coblenz, and St. Goar, 
in the Cologne district, there are artificial harbors dredged to a 
sufficient depth, walled on both sides, amply provided with customs 
warehouses and administration offices, steam cranes and elevators, 
scales, railway tracks, etc. Ground is rented to private parties for 
the erection of private warehouses, where goods not dutiable are 
loaded and stored. 

The two harbors at Cologne cost, respectively, 23,000,000 marks 
($5,476,904) and 7,000,000 marks ($1,666,666). 

(&) All loading and unloading of merchandise and other goods 
capable of being so handled is done by steam cranes, owned by the 
municipality. 

( c) All harbors and loading places are connected with the State 
railways, which are so arranged that goods may be loaded from boats 
into cars, or vice versa. As the railways are all State owned, they 
necessarily all connect either with belt lines or connecting tracks. 

\d) All river terminals and wharves are owned by municipalities, 
except in rare cases where landing stages have been built by the 
steamer companies. 


128 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

VI. Tolls and Freight Rates. 

{a) Tolls are not charged on rivers as yet, but the proposition 
to charge them has been seriously considered and will in time, no 
doubt, be inaugurated. 

(b) The elements of depth of water and scarcity of loads enter 
into the rates of freight, which vary weekly, oftentimes daily. There 
are no towing companies in this consular district. 

( c ) Tariffs are irregular, but classification is regular. Compe¬ 
tition, however, and amount of freight offered have much to do with 
rates. 

( d) I am not able to reply to any of the questions under this 
heading. 

(ej There are no joint rail and water tariffs in this district. The 
rail tariffs on the river depend on circumstances, and should there 
be an agreed rate by river and rail the river transporter must be the 
one to gain or lose. 

(/) There is no competition whatever between the railways and 
waterways. 

(g) The railways being state-owned, have a tariff that can not 
be varied. There is no competition between lines, no soliciting or 
rebate agents. There is no agreement of any kind with the river 
transport companies. 

( h ) It would be an unheard-of thing to ask for a reduction of 
railway rates for any reason. They are as fixed as the laws of the 
Medes and Persians. 

As a general thing goods for foreign shipment are insured by the 
owner or forwarder. Internal traffic is not generally insured. 
Freight rates are not affected by insurance. 

VII. Water-Borne Traffic. 

(<z) Traffic on the Rhine from Cologne to Rotterdam consists of 
all kinds of merchandise, such as package freight consisting of manu¬ 
factured goods, tallow and oil in barrels, fertilizer in sacks, cotton 
in bales, hemp and sisal in bales, copper and lead in ingots, ma¬ 
chinery, which articles are generally transported by freight steamer. 
By barges from seaports, the cargo generally consists of grain, oil, 
cotton, etc. The local transportation up the river is largely coal, 
which is mined in the Barmen consular district. Down-river traffic 
consists largely of paving stones, cement, mine supports, telegraph 
poles, lumber, wood, etc. The principal freight on the Rhine be¬ 
tween Ruhrort and the upper reaches is, of course, coal. 

(b) I am unable to obtain statistics of water-borne traffic. The 
Centralkommission fur die Rheinschifffahrt at Mannheim, Baden, 
publishes a yearly report which contains about all the statistics for 
shipments on the Rhine. 

(c) Taking the Rhine and Moselle Rivers for examples, local 
traffic, i. e., that originating along these streams is much greater 
than traffic originating elsewhere owing to the coal mined and lum¬ 
ber cut in their vicinity. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 129 


(d) As all the river transportation companies have their head¬ 
quarters in other districts, no doubt other consuls will cover the pay 
for workmen, such as boatmen, firemen, engineers, etc. The pay of 
men employed in the Cologne Harbor varies from 3.50 marks per 
day for common laborers to 8 marks (mark=$0.238) for engineers 
and foremen. 

The amount of wages paid to employees Of steamships, custom¬ 
house employees, and dock laborers, as given by the superintendent 
of the harbor, is shown by the following table: 


Employment. 

Weekly 

wage. 

Monthly 

wage. 

Engineei's on boats, first class. 

Marks. 

35.00 
30.00 
45.00 
34.00-35.00 

Marks. 

Engineers on boats, second class. 


Engineers on towboats, first class.. 


Engineers on towboats, second class. 


Engineers on dock cranes. 

300 

Firemen on steamships. 

25.00 
28.00-30.00 
31.50 

Firemen on towboats*.. 


Firemen on cranes. 


Clerks in customs department. 

200-340 

285-465 

180-220 

Inspectors of customs. 


Watchmen at customhouse. 


Deck hands on steam and tow boats. 

21.00-28.00 




CLOSING REMARKS. 

The regulation of the water in the Rhine is considered as finished 
by the commission. Additional improvements are being considered, 
one being to make .the upper river navigable from Strassburg to 
Basle, in Switzerland, 127 kilometers (about 80 miles), which is not 
at present navigable except at high stages of water and as a result 
of deepening the channel at several points. 

Traffic on the Rhine is continually on the increase. No statistics 
are at hand to show the total tonnage, but that passing between Ger¬ 
many and Holland at Emmerich, which can not be more than half, 
was for the years 1890, 5,883,000 tons; 1900, 13,192,000 tons; 1908, 
21,834,000 toils. 

Freight rates fluctuate according to the amount offered and the 
stage of water. In 1907 rates between Rotterdam and Mannheim 
(570 kilometers) were from 2.25 marks to 10 marks per top (mark= 
23.8 cents) ; between Ruhrort and Mannheim (350 kilometers) in 
April, 1907, 1.61 marks, and in November 5.81 marks per ton. 

The average navigable width of the river varies below Cologne 
150 meters (39.38 inches), with an average depth of about 10 feet; 
above Cologne from 2 to 24 meters. . 

Formerly a part of the river was supplied with a large chain, 
which, passing over a drum on the tug, provided means for hauling 
loads over rapids, and I believe this system is still employed between 
Mainz and Frankfort. 

There are no great fluctuations in the depth of water in the Rhine, 
although it flows through a semimountainous country. The snow¬ 
fall is not excessive and the hills are all covered with evergreen, 
whose shade retards the rapid melting of snow and also retards the 

65734—11 - 9 





























130 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

rapid running off of the rainfall. After the most severe rains or 
sudden thaws the rise is not much over 15 feet, seldom so much, and 
reasoning from this one might infer that were the hills in Pennsyl¬ 
vania near the source and along the flow of the Alleghany and 
Monongahela Rivers covered with spruce or pine the rapid rise and 
destructive currents of these rivers and of the Ohio might in a con¬ 
siderable measure be prevented. 

As before mentioned, the Rhine is provided with artificial harbors 
owned by the municipalities; in addition the State has provided 
harbors of refuge where boats may seek cover from floating ice. No 
injury to shipping is done by the breaking up of ice in the spring, as 
is the case in American rivers, notably on the Ohio. 


INLAND WATERWAYS AND CANALS IN THE CONSULAR DISTRICT 

OF BRESLAU. 

Report by Herman L. Spahr, Consul. 


The principal waterway in this district is the Oder River, with 
its tributaries and canals. The Oder rises in the Austrian Province 
of Mahren, enters Germany near Oderberg, flows through the Prus¬ 
sian Provinces of Silesia, Brandenburg, and Pomerania, and empties 
into the Baltic Sea. It is 900 kilometers (559.23 miles) long, and 
its source is about 634 meters (2,080.04 feet) above sea level. The 
stream is divided as follows, according to the varying character of 
the valley: 


Name. 

Length. 

! Fall. 

The source Oder to the Olsa River, near the Austrian 
border. 

The upper Oder to the Weide River, below Breslau... 
The middle Oder to the Warthe River, below Kues- 
trin. 

The lower Oder to Stettin_ 

133 kilometers (82.64 miles). 

225 kilometers (139.81 miles). 

351 kilometers (218.1 miles). 

147.4 kilometers ("91.6 miles'). 

.... 1:300 

.... 1:2,750 

.... 1:3,620 

.... 1:13.440 

t 


The longest tributaries are the Warthe, the Bober, the Lausitzer 
Neisse, the Glatzer Neisse, and the Bartsch. 

The Oder proper is navigable from Ratibor, in Silesia, to the sea, 
752.5 kilometers (467.58 miles). The total length of navigable water¬ 
ways in the Oder system is 2,184 kilometers (1,357.07 miles), of 
which the most important tributary, the Warthe, furnishes 347 kilo¬ 
meters (215.62 miles), and its arm, the Netze, with canalization, over 
300 kilometers (186.41 miles). 

Important canals are the Klodnitz, the Bromberg, the Finow, the 
Friedrich Wilhelm, and the Oder-Spree, while the channel for large 
ships (Grosschiffahrtsweg) at Breslau is also of prime importance. 

The Klodnitz Canal was dug in 1790 from Gleiwitz to the Oder 
below Kosel. Length, 45.66 kilometers (28.37 miles) ; fall, 49.18 
meters (161.35 feet), overcome by 18 locks. It enables the great coal 
and iron industry of Upper Silesia to use the waterways. The lock 
dimensions are, however, too small to meet modern demands, offer¬ 
ing an uninterrupted progress only to smaller boats. Since the 
opening of the Upper Silesian Railway—1856—the products of that 
district start mostly by rail. 

The Bromberg Canal was begun in 1772; it cost originally 2,052,400 
marks ($488,471), but has been much improved since that time. It 
connects the Netze River—hence also the Warthe and the Oder— 
with the Weichsel, and has 10 locks. 


131 












132 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The Finow Canal was dug in the seventeenth century and joins 
the Oder (at Hohensaaten) with the Havel and thus with the Elbe. 

The ancient Friedrich Wilhelm Canal joins the Oder at Brieskow 
with the Spree and thus with the Elbe. 

The Oder-Spree Canal .—Since the two last-mentioned canals 
were not built for large boats, it w r as determined to construct an¬ 
other canal to permit ships of 400 and 500 tons burden, measuring 
55 by 8 meters (180.45 by 26.24 feet), to ply both the Elbe and the 
Oder. The canal begins at the Seddin See and enters the Oder near 
Fuerstenberg, 23 kilometers (14.29 miles) above the Friedrich Wil¬ 
helm Canal, using in its course part of the latter and also part of 
the Spree River. The busy industrial section of upper Silesia is 
thus enabled to forward its products direct by water to Berlin and 
Hamburg in large ships from Kosel. The Oder-Spree Canal was 
finished in 1890; it is 87.9 kilometers (54.62 miles) long, of which 
55.6 kilometers (34.55 miles) had to be dug. 

The Grosschiffahrtsweg at Breslau was completed in 1897. Up 
to that time the city was the upper terminus of the heavy shipping, 
as no boat over 175 tons could pass the locks there. The canal 
passes around Breslau to the north, using in part an arm of the Oder. 
It has 18 meters (59.05 feet) bottom width and a minimum water 
depth of 1.50 meters (4.92 feet). The five locks are each 55 meters 
(180.45 feet) long, and 9.5 meters (31.16 feet) wide, sufficient for 
400-ton ships. With the construction of this canal—preceded by the 
enlarging of the locks at Ohlau and Brieg, the canalization of the 
Oder from Kosel to the Neisse mouth, and the building of a transfer 
haven at Kosel (all completed in 1895)—the rapidly developing navi¬ 
gation on the lower Oder was brought into close touch with the 
great mines and works of Upper Silesia. 

I. PUBLIC SUPERVISION. 

(a) The rivers and canals of Prussia are under the jurisdiction 
of the Prussian Government, and the departments of public works, 
commerce and trade, and agriculture have supervision over measures 
of improvement, regulation, navigation, and protection. The author- 
ity is delegated by law to various royal waterways-improvement 
commissions, among which in this section may be mentioned the 
Oderstrombauverwaltung, for the Oder from the Austrian border 
to Schwedt, near the Pomeranian boundary, and the Strombau- 
verwaltung der Markischen Wasserstrassen, for Pomerania and the 
waterways behveen the Oder and Berlin (except the Stettin and 
Berlin district). 

The Oderstrombauverwaltung was established in 1874 for the 
stretch from Breslau to Schwedt, but in 1879 its authority was 
extended to the Austrian line. It has its seat at Breslau, and con¬ 
sists of the governor (Oberpraesident) of Silesia as chief, and his 
substitute ; the director of Oder improvements (Oderstrombaudirek- 
tor and his substitute; a judiciary; a secretary; also 9 inspectors, 9 
district inspectors, 5 supervisors, and 12 assistants, all with titles of 
Regierungs-und Baurat, Baurat, Bauinspektor, Regierungsbaumeis- 
ter, or W T asserbauinspektor. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 133 

The stretch delegated to this commission is divided into nine water 
inspection districts, each under a district inspector with a stream 
master, stream overseer, lock master, haven master, dredging master, 
etc. Municipalities or corporations constructing havens, loading 
places, etc., at their own expense have control of these with govern¬ 
ment supervision. 

In 1881 the Oder navigation commission (Oderstrom-Schiffahrts- 
Kommission) was established on the same plan as the navigation 
commissions for the Rhine and the Elbe. It makes a biennial inspec¬ 
tion trip over the navigable course delegated to the royal Oder im¬ 
provement commission (from Ratibor to Schwedt), and suggests, 
approves, or opposes projects. The standing members are the Ober- 
praesident of Silesia as chairman, the Oderstrombaudirektor, inspec¬ 
tors of navigation, and other technical and non-technical officials 
charged with navigation, commerce and dike matters. Occasional 
members are unlimited, being suggested each year by the interested 
chambers of commerce, shipping and mining companies, agricultural 
and dike associations, and are selected by the chairman with regard 
to the matters to be considered. 

(b 1) With capitalization of navigation corporations the Oder- 
strombam erwaltung has no concern. The Government frequently 
authorizes by statute a loan to dike associations. 

Freight rates are fixed by the ship owners, companies, and asso¬ 
ciations. The commission has no power to regulate them. Reports 
of operation are made by the district inspection bureaus. 

The maintenance and the improvement of the channels and the 
building and maintenance of all government constructions constitute 
the main duties of the commission over the stretch prescribed. For 
instance, in 190G the following were the principal matters handled: 

Works begun: Extension of improvement works between Ratibor 
and Ivosel; improvement of the Oder at Oswitz below Breslau; 
building of two locks in the canalized Oder for towed fleets. Works 
continued: Putting up two electric coal dumpers in the Kosel haven; 
building a third dock for the Kosel haven; building a lock sufficient 
for towed fleets near the mouth of the Neisse. 

Works completed: A winter haven at Frankfurt; channel im¬ 
provement from Ratibor to Kosel. 

(b 2) Statistics of water-borne traffic are collected at the various 
locks, havens, etc., by the responsible authorities and published offi¬ 
cially by the improvement commission every two years in its Mitteil- 
ungen (pamphlet of information). The latest issue appeared in 
1907; the 1909 issue has not yet been distributed. The local statistics 
are furnished annually for the reports of the various chambers of 
commerce. Complete statistics for the inland waterway traffic, with 
much other material, are compiled by the Imperial Statistical Office 
with the assistance of the commissions, and published whenever the 
upper house of the empire requires it. The volume concerning the 
Oder and other Baltic rivers was issued in 187fi, 1891, and 1908. 

II. Waterway Improvements. 

(a) See the comprehensive report on Prussia’s policy in regard to 
water power, by Consul General Thackara, in Monthly Consular and 
Trade Reports. January, 1909, pages 132 to 135. 


134 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

(b) River improvements and construction of canals in this terri¬ 
tory have in general been carried on at the cost of the Prussian Gov¬ 
ernment whenever the main object is to better navigation and pro¬ 
mote commerce and trade. Municipal and private enterprises are 
permitted when conforming to the uniform plan adopted for the 
course. Where protection against floods is involved the provinces, 
communities, industries, and farmers affected are assessed according 
to the advantage received. 

Noteworthy examples of Government works are the Kosel transfer 
haven, the canalization of the Oder from Kosel to the Neisse with 
12 locks, securing a continual water depth of 1.5 meters (4.92 feet), 
and the canal for large ships at Breslau (described above). The 
money for these three works (over $5,000,000) was obtained by the 
law of June 6, 1888, authorizing a loan. 

The city haven at Breslau, built (1897-1901) at a cost of 5,500,000 
marks ($1,309,000), is the most important illustration of municipal 
enterprise. It is located at the lower end of the channel for large 
ships. The expenses in the fiscal year 1906 - 7' exceeded the re¬ 
ceipts by 183,240 marks ($43,251), requiring an appropriation from 
the city treasury. The city haven at Neusalz, and the Teltow Canal, 
near Berlin (built by the county of Teltow), are other examples. 

Examples of private enterprises on the Oder are the haven of the 
Frankfurter Gutereisenbahn-Gesellschaft at Breslau and Frankfurt, 
and of Caesar Wollheim, near Breslau. 

In the case of protection against floods, private industries and 
farms receive a benefit, in proportion to which they are assessed to 
help pay the cost of the dikes. The Government may take the land 
necessary for such works under the right of eminent domain. Dike 
associations are chartered in the districts affected, and a Government 
commission, with an expert, works out the plan and the rate of 
assessment. State appropriations and loans lighten the bur¬ 
den. Since 1848, 57 dike associations have been chartered as 
“ Meliorationsgenossenschaften.” For example, the Deichverband 
Aufhalt-Glauchow diked 40 kilometers (24.85 miles) in 1866 at a 
cost, including drainage, of 1,048,515 marks ($249,546), of which the 
State gave 200,000 marks ($47,600). By 1906 the association’s obli¬ 
gations were all paid off except 254,000 marks ($60,452). The Deich¬ 
verband Barteln-Scheitnig repaired and improved its dike after the 
flood of 1903 at a cost of about $4,000, the State giving $1,904, and 
lending $1,842, the province giving $204. 

After the great flood of July, 1903, it was determined to improve 
and extend the entire dike system under the supervision of the Oder 
Navigation Commission, and the general plan of contribution agreed 
on was as follows: 

1. The total cost not to exceed 60,000,000 marks ($14,280,000). 

2. The cost of measures of benefit to dike associations and public 
corporations to be borne by these to the extent of the benefit; where 
they are unable to contribute, or the cost exceeds the benefit, the 
province and the State are to aid. 

3. The cost of measures of general interest to be borne by the prov¬ 
ince and the State, with the right to assess associations, etc., when 
these are benefited by the measure. 

4. The province to pay one-fifth and the State four-fifths of the 
costs falling to their lot. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 135 

5. For changing Government works the State to pay all costs; for 
regulation measures between Kuestrin and Raduhn the State to pay 
down 7,000,000 marks ($1,666,000) for dredging. 

III. Floating Equipment. 

(a) To the Oder system properly belonged 3,874 vessels in 1905, 
of which 3,039 were river boats (Segelschiffe), 563 canal boats, and 
272 steamboats. Of the sailboats, 62 were also canal boats. The 
steamboats were classified thus: 92 passenger vessels (including 10 
motor boats), 37 freight vessels (12 being also tugs), 137 tugboats, 
1 motor boat, and 5 ferryboats. Of the passenger steamboats, 4 
were freight and tug, 18 freight, 27 tug, and 2 ferryboats. Other 
boats, however, come in from other river systems, principally from 
the Elbe. 

(1), (2) The upstream movement is almost exclusively by means 
of steam tugs. Sailing boats are found in small numbers below 
Frankfort and above Oppeln. Small sails are, however, frequently 
raised on towed boats to increase speed when the wind is favorable. 
The freight boats usually float downstream, although tugs are some¬ 
times employed. On the uncertain stretch between Kosel and Rati- 
bor, where only smaller boats can ply, poles and pulling are brought 
into play. 

(3) The following table shows the size and draft of the most 
frequent kinds of boats plying the Oder: 


Popular name. 

Capacity. 

Average measurement. 

Length. 

Width. 

Finow boats. 

16-footers. 

Berliner. 

Large boats. 

Tons. 

150 to 220 
250 to 300 
300 to 350 
450 to 550 

40 meters (131.09'feet). 

43 meters (141.07'feet). 

47 meters (154.2 feet). 

50 meters (164.04 feet). 

4.6 meters (15.09 feet). 

5.3 meters (17.38 feet). 

6.5 meters (21.32 feet). 

8.0 meters (26.24 feet). 


The draft is up to 1.65 meters (5.41 feet). 

Smaller boats, carrying less than 150 tons, enter the Oder through 
the Ivlodnitz Canal. 

(4) The sailboats (in 1905) were all of wood, with the exception 
of 37 of iron. Of the steamboats, only 11 (3 passenger, 3 freight, 3 
tug, and 2 ferries) were of wood; in the rest the principal material 
was iron. 

(5) , (6) The type oftenest seen is the Oder boat. It occurs in 
various sizes, nearly always of wood (generally pine or oak), though 
in recent years iron or partly iron boats have also been built for the 
lower Oder, mainly for use as towboats. The Oder boats are nearly 
all flat-bottomed with movable deck. The rigging consists of mast, 
pole, large sail, middle sail, storm sail, a fourth sail, and the neces¬ 
sary ropework. On the lower river some have sharp keels and sta¬ 
tionary decks. From Breslau up, where the size is limited by the 
lock dimensions, the boats are flat-bottomed with pointed bows. 
Below Breslau the middle-size boats, 40 to 44 meters (131.23 to 144.36 
feet) long, in part have pointed bows, in part round, bulging bows. 


















136 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The latter, called Butzer, are mainly used as towboats. They move 
forward more easily and have a better capacity. 

The Zillen, better known on the Elbe, are lightly built with small 
draft, e. g., a Zille 37.6 by 4.5 meters (123.35 by 14.76 feet) carries 
75 tons and draws 1.1 meter (3.60 feet). Those on the Oder are 
usually built of deal or pitch pine, without a deck. 

The Oder boats and Zillen are usually called Finow boats when 
they are of a size to pass the Finow Canal. 

On the Warthe, with favorable water, large Oder and Elbe vessels 
(400 to 500 tons) come up to Posen, and ordinarily the Finow boats 
with as much as 200 to 250 tons. 

(7) The highest number of loaded barges permitted to be towed 
upstream in one fleet is: 

On the canalized Oder to the Neisse mouth, not to exceed 8 ship 
lengths. 

On the Oder, below the Neisse to Nipperwiese—not to exceed 8 
ship lengths. 

On the Warthe and lower Netze, below the Drage mouth—8 
vessels. 

On the lower Netze, below the Drage mouth—5 vessels. 

On the upper Netze, Bromberg Canal, and Brahe—2 vessels. 
Downstream the limit is in each case 2 vessels. 

(8) The maximum dimensions allowed on account of the Oder 
locks are: Length, 55 meters (180.44 feet); width, 8.2 meters (26.9 
feet) ; but a maximum draft has not been fixed, lest traffic be hindered 
in times of exceptionally favorable water conditions. The Oder has 
not a uniform flow like other German streams, but varies with the 
distribution of the precipitation, being more strongly influenced by 
the tributaries on the left than by those at the source.- This and the 
strong fall in the upper length makes the stream most difficult to 
regulate and requires an unusual number of locks. As smaller boats 
have a relatively large draft, the usefulness of the boats depends 
mainly on the depth of the water, which is regularly ascertained at 
the numerous gauges and the vessel movement in uncertain periods is 
adjusted thereto. 

IV. Ownership of Vessels and Business Organization. 

(a) There are no canal companies or other waterway improve¬ 
ment companies, as such improvements are made by the State. 

(b) There are a few cases of consolidation of vessel owners into 
corporations, such as the Viktoria Transportgeschaftselbstandiger 
Schiffer and the Neuer Verfrachtungsverbandselbstandiger Schiffer, 
both limited companies. 

The government railroads do not own or operate vessels and 
producing and distributing concerns do so only in a few instances, 
as, for example, on the upper Netze, where the larger sugar, soda, 
and starch mills operate little steam launches to draw T their boats. 

(d) There are no merchant vessels owned and operated by public 
authorities. 

( e) There are no combinations or monopolies controlling towing. 
A suggestion has been made for a government monopoly of towing 
on the large shipping canal in course of construction between Berlin 
and Stettin, but the idea meets with vigorous opposition. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 137 
V. Terminal Facilities. 

(a) The most important inland terminals on the Oder are at Kosel, 
Breslau, and Kuestrin. 

Kosel (Upper Silesia), the upper terminus of the large traffic, has 
three docks, the first opened in 1895, the second in 1903, the last in 
1905. The first has a quay length of 450 meters (1,476.37 feet), to 
which 305 meters (1,000.65 feet) is being added. 

Breslau has a municipal haven, covering 33.6 ha. (83.02 acres). 
Of the three docks planned only one has yet been built. It is 50 
meters (164.04 feet) wide. The wharf length is 3,500 meters 
(11,482.9 feet). There are three large storehouses for grain, sugar, 
and fertilizers, an administration building, and a railroad station. 
The city powerhouse No. 2, near at hand, furnishes light and power. 

(b) The most advanced methods are used at these havens for load¬ 
ing and unloading. Kosel’s two new electric coal dumpers on the 
second dock protect the coal and can be operated also during high 
water. The first basin alone has 4 electric and 5 steam cranes and 
6 old coal dumpers. The money has been granted for a new crane 
of 5 tons capacity. Breslau Haven has 22 cranes, 5 elevators, 3 
spills, and 1 unloading apparatus for bulk goods up to 5 tons. 

(c) The haven at Kosel has complete railroad connections. By 
working day and night it can transfer daily 12,000 to 13,000 tons of 
coal, over 500 tons of goods on the slides, and 3,000 to 4,000 tons with 
the cranes. The transfer in 1895 amounted to 10,700 tons, 927,000 
tons in 1900, 1,570,000 tons in 1905, and 2,026,000 tons in 1908. It 
must be remembered that the average period of navigation between 
Kosel and Breslau is about 290 days. 

The Breslau Haven has 2,000 meters (6,561.66 feet) wharf length 
with railroad connection and 1,500 meters (4,921.25 feet) without. 
The connection is complete with all roads. 

( d) The terminals are owned by the Government, as in the case of 
Kosel, or by the city with state supervision, as in the case of Breslau 
and Neusalz. Private interests also own havens or loading places 
with the consent of the Government, and subject to its control: for 
example, that of the Frankfurter Giitereisenbahn-Gesellschaft, in 
Breslau and Frankfurt, and of Caesar Wollheim, near Breslau. 

VI. Tolls and Freight Kates. 

(a) Tolls are charged for passage through the canal and river 
locks. The elements considered in framing the tolls are the class of 
freight (usually four classes), kind of vessel, ownership, capacity 
(if empty), time (day or night), and preference. The toll is levied 
only on the cargo unless the boat is empty, then on the capacity. 
Vessels belonging to or serving the Empire or the State pass free. 
Passenger vessels pay according to the limit of passengers allowed 
by law. For passing boats outside of the regular hours or of the 
regular order of arrival, 50 per cent is added. 

For example, on the upper Oder goods in the first class (such as 
cotton, coffee, fruit) pay 4 pfennigs, or 0.952 cent; in the second class 
(such as asphalt, lead, wool) pay 3 pfennigs, or 0.714 cent; in the 
third class (e. g., anthracite, cement, ice) pay 2 pfennigs, or 0.476 
cent; and in the fourth class (e. g., brown coal, stone coal, oil cake, 
jute) pay 1 pfennig, or 0.238 cent, per metric ton of cargo carried. 


138 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

(b) Towing rates at the entrance of the Oder-Spree Canal are 
prescribed by the Government under a contract with a steamer com¬ 
pany, based on distance and loading capacity. Rates for horse tow¬ 
ing on the Finow Canal (by the towing union) are based on distance 
and load. For example, towing into, on, or out of the Teltow Canal, 
one-half pfennig (0.119 cent) per ton of freight and kilometer (0.62137 
mile) of distance, provided that the lowest fee collected shall not be 
less than the rate for empty vessels, which is, up to 250 tons capacity, 
5 marks ($1.19), between 250 and 400 tons 10 marks ($2.38), and over 
400 tons 15 marks ($3.57). 

( c ) The Oder system has regular schedules of freight rates, which 
vary with available boat space, state of the river, etc., and are pub¬ 
lished weekly in the newspapers during the season. Above Breslau 
the river is continuously navigable, though with occasional difficulties, 
about 290 days in the year; below Breslau traffic is stopped only by 
high water (when bridges interfere), floods, and ice. 

The regular classifications of freight are coal, bulk goods, sugar, 
cereals, and package goods. 

(d) Way stations pay for part loads a rate at least proportionate 
to the rate to termini. 

The rate is proportionately smaller for whole loads. Coal is 
carried at a lower rate than bulk goods, sugar, and cereals, while the 
rate for package goods is higher. 

For example, the rate for heavy package goods in lots of 5 tons 
or more (exclusive of #11 costs such as customs, insurance, unload¬ 
ing) in pfennig (0.238 cent) per 100 kilograms (220 pounds) varies 
about as follows during the year : 

From Kosel to Berlin 70-90, to Stettin 50-80, to Hamburg 85-150; 
from Breslau to Berlin 50-70, to Stettin 28-60, to Hamburg 55-100. 

The ordinary rate from Breslau to Berlin for this class of goods 
is 50-55, to Stettin 28-30, to Hamburg 55-65. 

(#,/, < 7 , A) The Silesian railroads were taken into government 
ownership mainly because they were disinclined to comply with the 
wishes of the minister of public works for a lowering of the rates. 

As the Government owns the railroads and is developing the water¬ 
ways, the theory is that the two should be made to work together for 
the general good. 

On the question of railway rates ream after ream of paper has 
been consumed by shipping interests, producers, city authorities, and 
others who deemed themselves discriminated against; but whether 
the Staatseisenbahnverwaltung has or has not done the best possible 
in the circumstances is a matter for experts. 

VII. Water-Borne Traffic. 

The traffic on the Oder system consists in general of such freight 
as does not require speedy delivery. The principal commodities 
transported upstream are fertilizers, ores, grain, oil seed, fish, flour, 
rice, oil, petroleum, tar, asphalt, bricks. Downstream come coal, 
ores, worked iron, barley, hardwood, soft sawed timber, mill products, 
railway sleepers, rye, potatoes (from the Warthe), sugar, molasses, 
sirup, stone, metals, quarry stones, bricks, and cement. The down¬ 
stream movement is several times larger than the upstream. 

Volume 179, Part I, of the Statistik des Deutschen Reiches, gives 
complete statistics of vessel movement and traffic on the Oder system 
for the last 10 years, with much other valuable information. 


RIVERS AND CANALS IN THE CONSULAR DISTRICT OP STETTIN. 

Report by William C. Teichmann, Consul. 


I. Public Supervision. 

(a) The Prussian Government exercises supervisory control over 
all navigable streams and canals in my district. All improvements 
are conducted by the Government along the water route, but at the 
various harbors of cities located on the route the respective munici¬ 
palities often share with the Government the expense of the main¬ 
tenance of the waterway, and in some instances the' former will bear 
the entire financial burden of improvements. All work of this kind, 
however, is subject to supervision by the Government in accordance 
with the constitutional rights involved and termed “ Staatliche 
Hoheits-Aufsicht.” The same relation betAveen Government and 
municipality obtains regarding the policing of all waterways. A 
board of 18 general councillors, “ Gesammt-Wasserstrassen Beirat,” 
with 6 subdistrict boards, conducts the general supervision. 

(b) The Government or municipality is not connected with the 
navigation corporations, which are entirely private, and the capitali¬ 
zation of which is subject to the general corporation laws of Prussia 
and Germany. 

There is no governmental or municipal regulation of freight rates. 
Competition between railways and Avaterways is unrestricted. 

The president of the province (in this instance the president of 
the Provinz Pommern), called “ Begierungs-Praesident,” as the re¬ 
sponsible head of the department of waterways, termed “Chef der 
Verwaltung von Wasserstrassen,” supervises the collection of water- 
way statistics for presentation, at regular intervals, to the Govern¬ 
ment, which publishes them at its discretion. Much data relative 
to waterways, however, are also collected and published by municipal 
bodies of the cities located on the route. 

II. Wateravay Improa^ements. 

(a) There is no established policy as to Avater power deA^eloped by 
works constructed for improving navigation. 

(b) For Prussia the established policy regarding improvements 
of waterways until 1900 has been for the Government to pay,, by 
appropriation, one-third of the costs and to require the province 
through which the Avaterway passes and landed interests united in 
associations to cover the remainder of expenditures, including also 
the cost of maintenance. In 1900, on the occasion of high water 

139 



140 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


in the rivers of Silesia the Prussian Government conceded a more 
liberal participation of the State in this expense, and in 1904, when 
the improvement of the lower Oder and the Havel and Spree rivers, 
in connection with the projected waterway for 600 metric-ton boats 
from the Baltic Sea, via Stettin to Berlin, necessitated radical conces¬ 
sions on the part of the Prussian Government, the latter granted the 
payment of four-fifths of the amount required for this great improve¬ 
ment. In addition thereto the Government assumed the expense for 
the construction of all required buildings along the route, and also the 
larger part of the future cost for the maintenance of this waterway. 
In the bill introduced by the Government in the Prussian legislative 
body, called the “ Landtag,” it is stated expressly that this liberality 
did not commit the Government to the principle of assuming, as a 
rule, such a large percentage of the costs for waterway improve¬ 
ments, and it is there emphasized that only the exigencies incidental 
to the demand for a waterway of the kind projected for the route 
(Stettin-Berlin) had induced an exceptional deviation from the 
established policy of national disinclination to appropriate funds for 
waterways which should be principally furnished by the provinces 
and their shipping interests through which the respective water 
route passes or is to be conducted. 

The present waterway connecting Berlin with Stettin has a length 
of 193.4 kilometers (120.172 miles), of which 85 kilometers (52.816 
miles) are covered by the River Oder from Stettin to the town of 
Hohensaathen. For this section the above-mentioned bill designated 
an appropriation of 41,865,800 marks ($9,964,060), and for the 
rivers Havel and Spree connected with the projected waterway, 
18,954,200 marks ($4,491,099). 

The remaining section of the present waterway from Hohensaathen 
to Berlin is largely composed of the Finow Canal. This canal only 
enables water craft carrying less than 150 metric tons to pass through. 
Therefore another great improvement is to result in the floating of 
craft on an entirely new canal carrying boats with a capacity up to 
600 metric tons (661.38 American tons) of freight. The cost of this 
improvement was estimated at 43,500,000 marks ($10,353,000), ap¬ 
proximately for each kilometer (0.62137 mile), 435,000 marks 
($103,530). The normal Oder barge, carrying 600 kilograms, which 
is to pass through the new canal, has a length of 65 meters (213 feet 
3 inches), a width of 8 meters (26 feet 3 inches), and a draft of 1.75 
meters (5 feet 7 inches) fully loaded. The dipped cross section of 
8 bv 1.75 feet corresponds technicallv to the canal cross section as 
14:59 or 1 : 4.2. 

A reduction in freight expense for the distance, Berlin-Stettin, as a 
result of the opening of the new canal is estimated by the Board of 
Trade for Stettin and Berlin, amounting to 70-75 pfennigs per metric 
ton ($0.1666 to $0.1785 per 1.102 American ton weight). 

The annual figures for the traffic passing through the present 
Finow Canal average 1,000,000 metric tons (1,102,310.6 American 
tons). Governmental and Stettin Board of Trade calculations pre¬ 
dict an immediate increase to 2,000,000 tons (2,204,621.2 American 
tons) and a steady growth subsequently because of increasing trade 
both ways. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 141 


The cities of Berlin and Stettin have agreed to contribute each 
one-half of the annual cost of the maintenance of the new canal, the 
figure of this yearly expenditure amounting to 655,000 marks 
($155,890), and to cover one-third of the 3 per cent interest on the 
building capital of 43,500,000 marks, after deduction of revenue from 
the tolls and dues of the waterway. 

The annual cost for the city of Stettin is estimated as follows: 

Maintenance of canal, including expense of management Marks. 

and current repairs_ 655,000 ($155,890) 

Interest on 43,500,000 marks, at 3 per cent_ 1,305,000 ( 310, 590) 

1,960,000 ( 466,480) 

Canal revenues__ 1,310,000 ( 311,780) 

Annual expenses, total_ 1,960,000 

Revenue__1, 310, 000 

Deficiency- 650, 000 ( 154,700) 

Of this deficiency Berlin and Stettin would have to cover 216,667 
marks, representing one-third; accordingly Stettin contributes 
108,333.50 marks, and after deducting an annual contribution of 
10,000 marks from the provincial government of Pommern, there 
would remain an annual amount of 98,333.50 marks ($23,403.37), 
which the city of Stettin would probably have to contribute to this 
great navigation improvement every year. 

There is not much difference in the distance from Stettin to Berlin 
between the old and new route. The old Finow route has a length 
of 194.4 kilometers and the new route will be 186.2 kilometers (115.7 
miles, English). The great benefit expected from the improvement 
is the cheapening of freight rates as already referred to, which is cal¬ 
culated to bring back to the Oder River and Stettin the formerly 
very important water traffic now diverted to the river Elbe by canal 
connections with this great German waterway and by corresponding 
Elbe River improvements. The trade between Berlin and Stettin 
by the Finow Canal route figured as follows during the years 
1902-1906: 



To Berlin. 

From Berlin. 

1906 . 

| Metric tons. 

927,286 

1,019,848 

1,050,849 

668,828 

654,758 

Am. tons. 
1.022,157 
1,124,189 
1,158,362 
737,256 
721,747 

Metric tons. 
309,606 
265,222 
241,863 
280,175 
259,621 

Am. tons. 
341,282 
292,357 
266,608 
308,840 
286,183 

1905 . 

1904 .;. 

1903 . 

1902 . 



The Chamber of Commerce (or Board of Trade, which are identi¬ 
cal here) of Stettin estimates the following as the minimum traffic of 
the new waterway when opened in 1913: Stettin-Berlin, annual aver¬ 
age 1,870,000 metric tons; and Berlin-Stettin, 700,000 metric tons. 
On April 1, 1905, the above-mentioned bill became a law and in 
addition to the already existing waterway (which furnished a water 
route from Stettin to Berlin for boats and barges not exceeding 150 
metric tons (330,690 pounds avoirdupois) the construction of a new 
one for vessels carrying 600 metric tons (1,322,760 pounds avoirdu- 



























142 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

pois) has since been in progress. It will be completed in a few years. 
Its construction and subsequent management rests with one of the 
six subboards of Prussian waterway councilors, viz, that for the 
Grosschiffahrtweg Berlin-Stettin.” 

This board is composed of 25 members, the president (Regierungs- 
praesident in Potsdam), his substitute, a high official entitled “ Ob- 
erbaurat,” two representatives each for the boards of trade at Berlin 
and Stettin, one for the boards of trade at Frankfurt on the Oder 
and Potsdam, one each for the Berliner Schiffahrtverein, the Pom- 
merscher Binnenschiffahrtverein of Stettin, and the “ Bund deut- 
scher Schifferinnungen” in Fuerstenwalde on the Spree; two each 
for u Landschaftskammern,” of the provinces of Brandenburg and 
Pommern, and the dike associations of Brandenburg and Pommern, 
one each for the provincial corporations of Brandenburg and Pom¬ 
mern, for the city of Berlin and for the city of Stettin. Every va¬ 
cancy is immediately filled by a substitute already selected. 

The Government provides all the experts required and has the 
right to carry out improvements and police the waterway indepen¬ 
dent of previous sanction by the board, but must subsequently inform 
the board of such action. All members are elected for three years. 
They receive remuneration for every day of the board’s session to 
the amount of 15 marks ($3.57) per diem and traveling expenses 
(mileage). After the completion of this waterway it is contem¬ 
plated to reduce this board in membership somewhat. The board is 
to meet at least once a year. 

A detailed statement of the rights, duties, and privileges of this 
board is contained in the pamphlet published by the Royal Prussian 
Waterway Commission entitled “Bestimmungen betreffend die Was- 
serstrassenbeirate, Zusammenstellung Mai 1908. Berlin, Gedruckt 
in P. Stankiewicz’s Buchdruckerei.” 

III. Floating Material. 

(a) 1. Regarding the relative use of self-propelled vessels and 
towed vessels only tugs come into consideration for the former class 
and barges for the latter so far as the inland traffic on the river 
Oder from Stettin is concerned. The law now allows fleets of eight 
boat lengths of the size described above for certain sections and six 
for others. Fleets of a metric tonnage of from 2,500 to 3,000 are 
of frequent occurrence and are drawn by tugs of 200 horsepower with 
a draft of 1.50 meters (4.92 feet). On the river Oder stern-wheel 
steamboats having a draft of 1 meter only (3.3 feet) are also much 
seen. It is contemplated to run tugs through the new canal which 
have 500 horsepower and yet only a draft of 1.50 meters (4.92 feet). 

2. The barges have no motor power and are drawn by the tugs 
above mentioned. 

3. Size and draft of vessels are given above. 

4. All the barges are of wood construction. 

5. Cost could not be ascertained. 

6. There is no difference in the type of the barges. There are 
closed and open barges, however. 

7. The size of fleets is given above. 

8. The type of the barges is the same in general, as they are all 
constructed for the 150-metric-ton limit of freight. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 143 

IV. Ownership of Vessels and Business Organization. 

(a) There are no waterway improvement companies that own and 
operate vessels. These are all owned either by shipping corporations 
of private character or by individuals. Innumerable barges are 
owned and run by those who operate them and join in fleets with 
others for certain trips up the Oder River. They are drawn by tugs 
furnished by the shipper at the starting point. 

(b) Consolidations of vessel owners only occur occasionally. 
These are the “ Fluss-Rhederei-Gesellschaften,” incorporated as stock 
companies. 

(c) Railroads do not own or operate river or canal boats or any 
of the vessels in my district. Industrial concerns do not own tugs or 
barges either. They sometimes contract on a large scale with the 
above-mentioned “ Fluss-rhederei-Gesellschaften ” or with individual 
owners of fleets of barges. 

( d ) No fleets are operated or owned by public authorities. 

( e ) Not in my district. 

V. Terminal Facilities. 

(a) The striking features of the river and railroad terminals of 
the city of Stettin are the wonderful and model unification -of both, 
with connections between both which could not be improved upon. 
The city a few years ago expended 18,000,000 marks ($4,284,000) on 
harbor and dock improvements. An exhaustive description of the 
technical features of these improvements is contained in the official 
publication prepared and issued by the municipal authorities of 
Stettin in 1906 and entitled: “ Stettin als Hanclels-und Industrie- 
platz.” 

(b) I refer to the above-mentioned publication for the technical 
feature of loading and reloading vessels. Illustrations in this book 
give a good idea of the mechanical machinery used for said pur¬ 
poses, claimed to be of the most advanced European order. 

(e) Railroad tracks do connect terminals, running close up to the 
docks so as to enable direct loading from railroad car to ocean 
steamer, river boat, or barge and vice versa. A belt railroad com¬ 
pleting all connection has been added to the perfect system of termi¬ 
nal facilities. 

(d) The terminals are owned partly by the city and partly by the 
Government, but largely by the former. No part of this system is 
owned by private parties. 

( e) A list of dockage fees and other terminal charges could not 
be obtained. These charges are comparatively high but do not exceed 
the normal charges of other German ports. 

VI. Tolls and Freight Rates. 

(a) Tolls are charged for canals and rivers. Tolls for the latter 
are paid at the harbors and are better termed harbor dues. They are 
municipal and cover the regular services connected with harbor traffic 
such as pilotage, lighterage, etc., and are based upon the cost of muni¬ 
cipal harbor expenditures including these services, and also upon 
the cost of the maintenance of harbor improvements. There are 16 


144 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


different classifications of such dues for the Stettin shipping traffic 
by waterway. A specified table is published in the above-mentioned 
book on Stettin, on pages 128-131. It will be seen therefrom that 
these dues are so high as to rank with the highest collected in other 
German ports. The reason for this policy is the enormous cost of 
the Stettin harbor improvements and the constant expense involved 
in the maintenance of the capacious free harbor “ Freihafen ” for 
inland shipping. An elaborate and technically minute account, with 
various illustrations from original photographs, is contained in the 
above-mentioned book on Stettin, relative to the construction of the 
Stettin harbor, the “ free ” port, quays, cofferdams, docks, terminals, 
cranes for loading and unloading, etc., and can be found on pages 49 
to 120. 

Regarding tolls exacted on this canal, the following table is given: 

Tolls paid for preseat canal (Finoiv Canal). 


[Distance, 105 kilometers.] 



Pfennigs. 

Marks. 

Dollars. 

Freight of Class I . 

40 

0.40 

0.0952 

Freight of Class II . 

32 

.32 

.07616 

Freight of Class III . 

24 

.24 

.05712 

Freight of Class IV.:. 

16 

.16 

.03808 




This calculation is based on pfennigs per metric ton-kilometer, 
which would be: 

Pfennigs. 


Freight of Class I _ 
Freight of Class II_ 
Freight of Class III 
Freight of Class IV. 


0. 38 
.30 
.23 
.15 


Tolls contemplated for new canal (as per governmental announcement). 


[Distance, 100 kilometers (62.137 English miles.)] 



Pfennigs. 

Marks. 

Dollars. 

Freight of Class I.. 

60 

0.60 

0.1428 

Freight of Class II. 

50 

. 50 

. 1190 

Freight of Class III. 

40 

. 40 

.0952 

Freight of Class IV. 

30 

.30 

.0714 



This calculation is based on pfennigs per metric kilometer, which 


would be: 

Marks. 

Freight of Class I_0. 60 

Freight of Class IT_ . 50 

Freight of Class III_ .40 

Freight of Class IV_ .30 

It is calculated that the relative proportion of freight traffic in the 
new canal will be according to classification: 

Per cent. 

Freight of Class I_ 19 

Freight of Class II_ 15 

Freight of Class III_ 6 

Freight of Class IV_ 60 

Total-100 






































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 145 

Additional tolls, of very small importance, however, and yielding 
less than one-tenth of the amount collected as represented in above 
table, are exacted for locks and sluices principally, and also to a very 
small extent for empty vessels, tugs, passenger boats, rafts, small 
rowboats, etc. 

The entire revenue expected annually from the new canal is figured 
by the Government at 900,000 marks, to which must be added, ac¬ 
cording to Government estimates, 410,000 marks revenue from tolls 
still collected from the old Finow Canal, which is to remain in oper¬ 
ation for smaller craft, so that the total revenue of 1,310,000 marks 
($311,780) is expected from 2,000 000 metric tons traffic in the new 
and 1.000.000 metric tons traffic in the old canal, equaling 2,204,621.2 
and 1,102,310.6 American tons respectively. 

There are no separate tolls collected for boats and cargo only 
empty boats or passenger boats paying toU as such. 

(b) Towing rates are regulated according to the supply and de¬ 
mand for towboats. The larger the demand for some the higher the 
rates and vice versa. There is no Government control and compe¬ 
tition is free to cut or raise rates, and since there is no agreement 
between the competing companies or individual owners tug rates 
fluctuate very much. These conditions only refer to my district, 
however, the conditions of which are alone under discussion in this 
report. • 

( c ) Inland water lines do not have regular schedules of freight 
rates which are strictly adhered to. Rates are not stable and vary 
according to competition and supply and demand. At times when 
the traffic calls for plenty of vessels rates* go up. Scarcity of barges 
for traffic on the lower river Oder from Swinemiinde, the ssaport 
of Stettin, down to Silesia, is not infrequent, and then when the 
shipping business slackens down again rates will drop consider¬ 
ably. Nevertheless I am able to give the following water-route rates 
from Stettin up the river Oder and thence by canal farther inland 
as normal and representing a fair average. They have been com¬ 
piled by and checked up by the largest trading houses of Stettin 
and give a good idea of prevailing rates. Transportation in barges 
carrying 170 metric tons (274,782 pounds avoirdupois) : 

Stettin to Berlin. —Distance, 193.4 kilometers (120.172 miles, Eng¬ 
lish) by water. Average rate at present for coal and for ore, vary¬ 
ing from 24 to 30 pfennigs ($0.0571 to $0.07) per 100 kilograms 
(220.46 pounds avoirdupois). 

For stone, same rates. 

For fertilizers, per 100 kilograms (220.46 pounds), 30 pfennigs 
($0.07). 

For wood (lumber), per cubic foot, 64 pfennigs ($0.0155). 

For grain, per 100 kilograms (220.46 pounds), 26 to 28 pfennigs 
($0,062 to $0,067). 

Stettin to Breslau. —Distance, 350 kilometers by rail (217.48 Eng¬ 
lish miles), water route transportation as above. Average rate at 
present for coal and ore, when in large shipments, 35 pfennigs 
($0,083) per 100 kilograms (220.46 pounds). 

For stone, same rates. 

For wood (lumber), per cubic meter (35.26 cubic feet), 3 marks 
($0,714). 

65734—11-10 


146 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

For fertilizers, per 100 kilograms (220.46 pounds), 40 pfennigs 
($0,095). 

For grain, per 100 kilograms (220.46 pounds), 35 to 37 pfennigs 
($0,083 to $0,088). 

Stettin to Cosel (Oderhafen) .—Distance, 485 kilometers by rail 
(301.35 miles), water route transportation as above. Average rate 
at present for coal and ore, 48 to 50 pfennigs ($0.1142 to $0.12) per 
100 kilograms (220.46 pounds). 

For stone, same rates. 

For fertilizers, 60 pfennigs ($0.1428) per 100 kilograms (220.46 
pounds). 

For grain, 55 to 57 pfennigs ($0.13 to $0.1356) per 100 kilograms. 

For wood (lumber), per cubic meter (35.26 cubic feet), 4 marks 
($0,952). 

( d ) 1. Inland water rates are affected by distance of haul, the 
longer distance reducing the rate proportionately, viz: 

Stettin-Berlin. —Coal rate per 100 kilograms, $0.0571 to $0.07. 
Distance, 120.172 miles by water and 84 miles bjr rail. 

Stettin-C osel. —Coal rate per 100 kilograms, $0.12. Distance, 
301.35 miles by rail. Same relative rates for iron ore and stone. 

Stettin-Berlin. —Fertilizer rate per 100 kilograms, $0.07. 

Stettin-Cosel .—Fertilizer rate per 100 kilograms, $0.14. 

Stettin-Berlin. —Grain, $0,062. 

Stettin-Cosel. —Grain, $0.13 to $0.1356. 

2. Quantity of commodity also affects the rates, larger shipments 
bring proportionately cheaper rates. 

3. Speed does not affect rates. Mode and time of transportation 
are quite uniform, because fleets will go direct to destination and 
shipments are arranged accordingly. 

4. Character of commodity influences rates in general so far as 
perishable and inflammable and other damageable goods are con¬ 
cerned, which call for a materially higher rate. For preferential 
rates commodities are divided into three “ special tariff 99 classes 
(for rail and water routes) : 

Class I .—Manufactures and goods including such as raw sugar, 
paper, oil cakes, pasteboard, clay and lime articles, etc. 

Class II. —So-called “ halb-fabrikate,” half-finished manufactures. 

Class III. —Raw products and materials. 

All seaports of Germany have preferential rates for certain com¬ 
modities, principally for raw materials, by rail to inland points, 
which rail rates lower the difference between rail and water rates 
but do not bring the rail rates down to the low level of the water- 
route rates. 

(e) Prorating arrangements do not exist between water lines and 
railroads, the former being private and the latter governmental; 
rate pools are out of question, as no laws exist which enable the 
Government to undertake such a regulation of rates. 

(/) Inland water rates do not affect railway rates as yet, but there 
appears a desire on the part of government railway interests to 
strengthen the competitive power of the railroads against the grow¬ 
ing competition of the waterways, which has resulted in decreasing 
the revenues of certain railroad lines particularly affected by the 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 147 

canal legislation of Germany during the past decade. This move¬ 
ment is growing, and since it is based upon a material reduction 
of the State’s revenue derived from the government railways, legis¬ 
lative action will either develop in the direction of acquisition of 
traffic control of the waterways by means of control of the canals, 
or if this traffic on the waterways remains financially too profitable 
to private interests “ state ” reasons will lead to legislation empower¬ 
ing the government railroads to “ compete ” with the waterways 
by preferential rates, with discretionary application in the interest 
of the railroad revenue. 

Inland water rates competing with railway rates have not brought 
about any lowering of railway freight rates as yet, and the latter 
are not higher, comparatively, to interior nonwater points than to 
points also reached by the water route. 

Comparing inland water rates with paralleling railway rates the 
following figures show that the former are lower than the latter: 

Stettin-Berlin, per 100 kilograms (22046 pounds). 


[Distance, 120.172 English miles.] 



Coal. 

Iron ore. 

Grain. 

Fertilizers. 

Water route. 

$0.0571 to $0.07 

$0.0571 to $0.07 

$0,062 to $0,067 

$0.07 

Railway. 

.10 

.08 

.1737 

.08 


I have taken for comparison bulk freight, because this is the 
principal freight shipped by water line. Piece-goods freight goes 
by rail preferably because more quickly transported and delivered. 
It is asserted in some quarters that railway freight rates are lower 
for carload shipments than by waterway, but this does not appear 
from the data at hand, and for both short and long distances rail¬ 
way rates still exceed waterway rates in general. It must always 
be considered that the railway rates are of a fixed character deter¬ 
mined by the “ tariff commission,” and are not capable of being ad¬ 
justed to changing conditions, as the waterway rates are, unless said 
commission orders a revision. 

(g) Notwithstanding the growing competition between rail and 
water lines, the railway interests have not thus far attempted any 
understanding with the water route or with private competing par¬ 
ties relative to said competition, and no agreements for the division 
of traffic have been proposed or even discussed as yet. Not one exam¬ 
ple of this kind has come to my notice, although I have made careful 
inquiries regarding same in my district. 

(A) 1. No legislation is in existence regulating the relations be¬ 
tween rail and inland water systems of transportation. 

2. There is no governmental restriction on the lowering of rail 
rates in competition with water rates. 

3. It is a general custom for the shipper to insure the merchandise, 
as the carrier need not assume the risk. 

4. If, in exceptional cases, the shipper desires the carrier to cover 
the insurance the carrier can do this and, being at liberty to fix his 
rate, then will determine the rate, so that it includes the insurance. 











148 KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

VII. Water-borne Traffic. 

(a) The subdistrict of the province of Pommern under my imme¬ 
diate control, has only one navigable waterway, the river Oder. This 
river runs through the provinces of Pommern, Brandenburg, and 
Silesia, of the Kingdom of Prussia, into northern Austria. It con¬ 
nects Stettin and its seaport Swinemiinde directly with a large num¬ 
ber of important trade centers in middle and southeastern Prussia, 
such as the cities of Frankfurt on the Oder, in Brandenburg, and 
Breslau, in Silesia. Furthermore the Oder connects Stettin by water 
route of branch rivers and canals with various other large trade 
centers; for instance, Magdeburg and Dresden, on the River Elbe; 
Bromberg and Posen, in Eastern Prussia ; and Berlin, by the Finow 
Canal, as already described. 

Stettin is the largest Prussian port and the most important one of 
all the Baltic ports. Its trade with Scandinavia. Russia and Denmark 
is very large, and of formidable character also with Great Britain, 
Netherlands, Belgium, France, the United States and other coun¬ 
tries, to which the distance has been materially shortened by the 
new ship canal connecting the Baltic with the North Sea. The ex¬ 
cellent water-route facilities existing in Germany, together with the 
prospective opening of the new canal connecting the Oder and 
Stettin with Berlin for 600-metric-ton vessels, will increase the im¬ 
portance of Stettin as a great trading terminus by sea and inland 
waterway. 

Regarding the relative proportion and character of the inland 
waterway traffic of Stettin, the year 1908 shows the entry of 916,211 
metric tons of merchandise at this port, of which sugar alone rep¬ 
resented nearly one-sixth, coal one-twelfth, grain one-fifteenth, coal 
briquette one-nineteenth, flour and foodstuffs one-nineteenth, zinc 
one thirty-fifth, lumber one fifty-fifth, and other articles following 
in still smaller percentages. 

During this same period (1908) 1,616,086 metric tons of freight 
left the port of Stettin by inland waterway, of which coal represented 
nearly one-third, herrings one-seventh, ore one-eighth, boards one-fif¬ 
teenth, other lumber one twenty-third, pyrites one twenty-sixth, 
petroleum one twenty-ninth (all of American origin), crude phos¬ 
phate of lime (all of American origin) one thirty-first, paving stone 
one-twelfth, pig iron one twenty-fifth, cement one thirty-ninth, fer¬ 
tilizer one one-hundred-and-fifty-eighths (made from American phos¬ 
phate of lime), and other commodities in smaller proportions. 

By far the larger percentage of this freight was carried in bulk, 
the package freight being comparatively small. The herrings were 
all transported in barrels, however. 

(c) As to the question whether local or other traffic predominates 
on the water route, it can be stated that the traffic, as described above, 
is predominately transit, in harmony with the character of a port 
like Stettin, although local manufacturing is growing and accord¬ 
ingly increasing its share in the above traffic steadily. 

( d) To analyze the “typical conditions of labor employed in 
navigation and in terminal handling, particularly with reference to 
wages paid,” presents a problem difficult to solve if reliable data 
are to be presented and true conditions to be described. I regret that 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 149 

my sources of information have as yet not yielded satisfactory re¬ 
sults in this respect. 

The labor involved is of a variegated character. While the em¬ 
ployees connected with the terminals in the cities are more perma¬ 
nently engaged and their wages regulated, much of the ordinary 
labor at the docks is “ day labor,” the wages of which are constantly 
fluctuating according to supply and demand. In regard to labor 
employed in navigation, similar conditions obtain. Here the wages 
paid show a wide variation, caused by the different classes and grades 
of labor accepted by the employers, similar to the scale in American 
ports, from the regularly working employee provided with papers 
of good record down to the roustabout taken temporarily for the 
lowest pay in the labor market. 

The better class of dock and harbor labor in this port is organized, 
as in other cities, and endeavors to secure scales of wages fixed by 
the “union.” Strikes are therefore not infrequent, although there 
is none on record here of recent date. The scarcity of labor existing 
during crop months in the agricultural districts does not appear in 
this city, and there is always plenty of supply on hand to fill the 
ordinary demands for navigation purposes, inasmuch as it is not 
organized, whereas terminal labor is controlled down to the dock 
laborers byThe organizations. 




RIVERS AND CANALS IN BADEN. 

Report by Ernest L. Ives, Vice-Consul at Mannheim. 


I. Public Supervision. 

(a) The supervision over the Rhine and Neckar is by the Rhein- 
bau Inspection of Mannheim. This extends for the Neckar as far 
as the boundary of Baden, and for the Rhine, over a certain district. 
This supervision is subject to a higher authority, that of the com¬ 
mittee of waterways and streets at Karlsruhe. 

(b) 1. There are no navigation corporations in this district. The 
department of interior has control of the rates that are paid out for 
towing on the Neckar. The Rheinbau Inspection has control of 
the reports of operation. Maintenance and improvement are con¬ 
trolled by the State. 


II. Waterway Improvements. 


(a) In 1901 Baden, Bavaria, and Alsace-Lorraine entered into an 
agreement for the improvement of the Rhine, and in accordance with 
this agreement, the channel of the river is being deepened between 
Strassburg and Sonderheim, a distance of 114 miles. At the end of 
1907 the depth of the channel at Maxau was 9 feet. The total cost 
of this undertaking is estimated at $3,204,451. 

According to the agreement, Bavaria was to pay the sum of $190,000, 
and the remainder will be paid by Alsace-Lorraine and Baden. The 
city of Strassburg pays $166,600 of the cost to be met by Alsace- 
Lorraine, and Baden is to receive $238,000 from certain interests in 
Alsace-Lorraine. 

(h) The expense of improving the Rhine has been borne by the 
States through which it flows, namely, Baden, Alsace-Lorraine, 
Bavaria, Hessen, Prussia, and the Netherlands. 

For the year 1907 the cost was as follows: 


Baden_ 

Alsace-Lorraine. 

Bavaria_ 

Hessen_ 

Prussia_ 

Netherlands_ 


$125, S43. 21 
111, 230. 97 
23, 303. 53 
50, 401. 02 
284, 401.11 
240, 083. 93 


Total_ 835, 263. 77 

The cost to the State of Baden was divided as follows: 

1. Maintenance. 

1. Maintenance of towpaths, banks, straightening and regulating the 


stream, including planting trees, etc_$22, 270. 93 

2. Maintenance of channel (dredging and blasting, etc.)_ 3S6. 75 

3. Removal of sunken vessels_ 48. 98 

4. Construction supervision (exclusive of salaries, cost of soundings, 

maintenance of machinery, etc.)_ 14,466. 47 


Total_ 37,179.13 


151 

















152 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


2. Neiv construction. 


1. New banks and correction of streams_$12, 332. 99 

2. Completion of work on banks and correction_ 58, 516. 95 

3. Additional construction for completion of correction work_ 3, 406. 22 


Total_ 74, 255.16 


3. Protection of banks. 


1. Stonework along banks_ 39. 90 

Total cost for year_111, 474.19 


III. FLOATING EQUIPMENT. 

(a) The most prevalent type of boat is the side-wheeler steam¬ 
boat. No boats with rear wheels are used. The screw tugs are used, 
but the greatest amount of freight is carried in barges drawn by 
side-wheelers. There are also screw steamers which carry freight. 

1. The self-propelled boats are generally used for carrying freight 
and towing purposes. According to their uses, the boats were divided 
as follows: 



Number. 

Per cent. 

Passengers or freight traffic. 

69 

6 

Passenger traffic. 

87 

7 

Freight traffic. 

204 

16 

Towing barges. 

877 

69 

Various purposes. 

35 

2 




Steam is generally used for power. There are some small motor 
boats. In 1907 there were 10 in Baden. In Prussia there were 129 
motor boats, with 1,355 horsepower, used on the Rhine. On the 
Rhine tributaries there were 27, with 356 horsepower. 

2. Some barges are poled downstream, but this is exceptional, as 
they are usually towed. 

3. The side-wheelers have a length of from 45 to 75 meters, width 
of from 5 to 20.5, and a depth of from 1 to 1.25 meters. The engines 
are from 100 to 700 horsepower. 

The screw steamers have a length of from 45 to 80 meters, a width 
from 6.5 to 10, a depth of from 2 to 2.5 meters (when loaded), and 
the engines are from 350 to 650 horsepower. They have a cargo 
capacity of from 240 to 1,320 tons. 

The barges are from 56 to 85 meters long, 6.7 to 11 meters wide, 
when loaded a depth of 1.75 to 2.5 meters, and a carrying capacity 
of from 450 to 1,700 tons. 

4. Of the 9,262 barges and sailboats, 5,856 were iron, with a ca¬ 
pacity of 3,025,720 tons, and 3,406 were of wood, with 531,946 tons 
carrying capacity. In 1896 the number of iron barges of more than 
1,000 tons capacity was 277; in 1906 this had increased to 890, while 
the number of wooden barges of over 500 tons capacity had decreased 
from 17 to 6 in the same period. 





















RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 153 


Some of the largest iron barges are: 



Length. 

Width. 

Depth. 

Capacity. 

Richard IV. 

Meters. 

102 

100 
102.5 
88.2 

Meters. 

12.6 

12 

11.6 

12.1 

Meters. 

2.75 
2.75 
2.75 
2.66 

Tons. 

2,615 
2,340 
2,286 
2,062 

Leopold Marianne II. 

Rees. 

Mannheim 60. 



5. The cost of various types of boats are as follows: 

BARGES. 


Tons. 

Length. 

Width. 

Depth. 

Cost. 

200. 

Meters. 

43 

46 

54 

56.5 

67 

76 

85 

Meters. 

6.2 

6.65 

7.5 

7.6 
9.1 

10 

10.4 

Meters. 

1.2 

1.6 

2 

2.1 

2.3 

2.2 

2.5 

84,712 

6,235 

8,639 

10.329 

13,780 

15,279 

17,063 

300. 

400. 

600. 

1,000. 

1,200. 

1,500. 



STEAMBOATS—SIDE-WHEELERS. 


Horsepower. 


800.. 

1,000 


Length. 

Breadth. 

Depth. 

Cost. 

Meters. 

Meters. 

Meters. 


68 

8.2 

1.2 

876,000 

75 

8.6 

2 

85,000 


SCREW BOATS. 


19 

4.7 

1.5 

811,000 

20 

5 

1.5 

12,000 


TWIN-SCREW BOATS. 


600. 

38.85 

7 

1.75 

<$37,000 

41,000 

750. 

40 

7.25 

1.35 

900 < . 

47 

7.80 

1.20 

40,000 



6. Barges are generally used for the transportation of coal, iron, 
ore, sand, wheat, lumber, stone, etc. Although in some cases goods 
are transported by large steamers. 

7. The number of barges in a fleet vary according to the depth of 
the water and the power of the tug. The number carried in low 
water is usually three; high water, eight; and the average number is 
five. 

8. The lowest depth with which traffic can be maintained by large 
boats is 1.3 meters. The boats are built with a view to utilizing high 
or low water. 


IV. OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

(a) There are some companies that own and operate vessels on the 
Rhine and Neckar, and among the most important of these are the 
following: Bad. Artiengef., E. Flaskamp, Heilbronner Schiffahrts- 






































































154 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

Kommissariat, Rol. Klipper & Co., Rheinische Transport-Gesell- 
schaft, William Egan & Co., etc., at Mannheim. 

( b ) There has been consolidation of companies, but not to anj T 
great extent. 

( c) There are no vessels owned and operated by the railroad. 

( d) There are no fleets or merchant vessels owned by public 
authorities. 

( e) There are no monopolies to any extent. 

V. TERMINAL FACILITIES. 

(a) There are harbors at Kehl, Karlsruhe, Rheinau and Mann¬ 
heim. These have all been built by the State except the one at 
Rheinau, which was constructed b}^ a private company, but under 
government control. 

The harbors at Mannheim are the principal ones. These were 
first in use in 1840, but the increased traffic made a constant demand 
for more space and up to 1865 the cost had amounted to over 
$665,000. From 1865 to 1902, the total cost of harbors as well as 
railway stations and light and power equipment amounted to about 
$5,000,000. 

In addition to these the city of Mannheim has constructed the 
“ Industriehafen ” at a cost of about $1,850,000. 

The harbors in Mannheim have a wharfage of 25,500 meters, of 
which about 5,000 are masonry. 

(b) There are 112 cranes, of which 62 are operated by steam; 49 
are electric, and 1 hand crane. 

( c ) There are about 17 miles of railway tracks along the harbors 
and the facilities for transferring goods from boat to train are the 
very best. 

( d) The river terminals are owned by public and private com¬ 
panies. However, the railroads own property in many cases where 
the tracks are laid. 


VI. TOLLS AND FREIGHT RATES. 

(a) There are no tolls for the use of waterways. 

(b) In the Neckar there is laid a chain from Mannheim to Heil- 
bronn, having a length of 70 miles. This is picked up by tugs, over 
which it runs on wheels. These tugs have 110 horsepower and are 
able to draw upstream five to ten barges with a cargo of 300 tons 
each. 

(o) The rates for carrying freight vary according to the stand of 
the water as well as the kind of goods. For the year 1908 the rates 
from Rotterdam to Mannheim for loads of from 600 to 800 tons were 
as follows: 

Per 4,400 pounds. 


January___$2. 02 

February_ 2. 02 

March- 1. 43 

April—.- 1.43 

May- 1. 31 

June--- 1. 55 

July- 1.90 

August- 2. 62 

September—,_ 3. 57 

October__ 4. 28 

November__ 4. 05 

December__ 2. 98 














RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 155 

(d) 1. The distance has very little effect on water rates. For 
instance, the distance from Rotterdam to Cologne is 110 miles, and to 
Mannheim is 354 miles, but the rate on the same class of goods to 
Mannheim is but 48 cents more than to Cologne. 

2. The rates vary according to quantity of commodity offered. 

3. The rates also vary according to speed. 

4. For boat loads of grain or coal the rate has been as low as 90 
cents for 4,400 pounds, and as high as $2.68. The rate by rail for 
coal is $5.57 and for grain is $8.75 per 4,400 pounds. The distance 
from Rotterdam to Mannheim is 298 miles. The cheapest rate is for 
ore and sand, which is $2.43 per 4,400 pounds; for the highest class 
freight it is $17.95 for 4,400 pounds. 

The rate for such goods as coffee, tobacco, rice, cotton, etc., in boats 
is from $2.14 to $2.86 per 4,400 pounds. 

The rates for freight on passenger boats are: Small shipments, 
$5.70; shipments of 110,000 pounds, $5.42; shipments of 220,000 
pounds, $5.14 per 4,400 pounds. 

(e) There are no agreements between water tariffs and railway 
tariffs. 

(/) The railway rates in no way affect the water rates. 

(g) There are no agreements between rail and water lines in re¬ 
gard to division of traffic. 

( h ) There is no legislation regulating the system of transporta¬ 
tion between rail and inland waterways. 

There is no Government restriction in regard to the rail and water 
rates. 

It is customary for the shipper to insure the goods, but this does 
not affect the freight rate. 


VII. WATER-BORNE TRAFFIC. 


(a) The following list shows the most important goods handled 
and the amount of each : 


Tons. 

Coal_ 6, 904,164 

Iron ore_ 5, 742, 049 

Earth, sand, etc_ 3, 638, 063 

Wheat and spelt_ 1, 795, 810 

Lumber___ 799, 667 

Barley_ 449, 593 


The total amount of traffic on the Rhine for 1907 was 64,505,058 
tons, an increase of 7.4 per cent over 1906. The amount in the 
German harbors on the Rhine in 1897 was 21,400,277 tons, and in 
1907, 41,476,834 tons, showing that the traffic had almost doubled in 
10 years. 

Of the 41,476,834 tons carried, 28,937,168 tons were upstream and 
12,593,666 tons were downstream. The amount at Mannheim was 
6,095,924. 

In 1907 there were 223 rafts, amounting to 45,181 tons, received 
at Mannheim. In 1896 there were 668, with a weight of 127,199 tops. 
These all came down the Neckar. The total traffic on the Rhine 
tributaries, Neckar, Main, Lahn, Mosel, Ruhr, and Spoy Canal, 
amounted to 3,195,971 tons in 1907, and of this amount 2,197,827 
tons were from the Rhine to the tributaries. 








156 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

During 1907 there were 79,918 boats passed the German boundary 
on the Rhine, of which 57,225 w T ere sailboats or barges. The number 
of unloaded barges was 13,757, or 24 per cent. The number of boats 
leaving Strassburg and Kehl, the head of navigation on the Rhine, 
were 1,758, of which 598 were steamboats. The number leaving 
Mannheim and Ludwigshafen, the head of navigation for large boats, 
was 25,873, of which 7,680 were steamboats. 

There were 1,217 passenger boats and 18,886 steam tugs passed the 
boundary at Emmerich, carrying 792,437 tons cargo. The passenger 
boats also carry freight. The 79,918 boats of all kinds passing the 
border carried 23,188,956 tons of freight. 

Of the steamboats, 65 per cent were German, 27 per cent Holland- 
ish, and 8 per cent Belgian. Of the sail and barges Germany had 
50 per cent, Holland 34 per cent, Belgium 15 per cent, and other 
countries 10 per cent. In 1907 the number of boats had increased to 
11,156. Of the 1,272 steamboats in 1907, 169 were of the wheel type, 
with 106,515 horsepower, and 1,103 were screw boats, with 175,278 
horsepower. 

( d ) The ordinary day laborers receive about 10 cents per hour, 
and are subject to discharge at any time. Sailor laborers receive 
$5.71 per week, and are subject to discharge at the end of the month. 
They provide for their food, clothes, etc. Men working at the cranes 
receive 35 marks ($8.33) per week, and are subject to discharge at 
the end of the month. 


RIVERS AND CANALS OF THE UPPER RHINE DISTRICT. 

Report by William I. Pike, American Consul at Kehl, Baden. 


The navigation of the upper Rhine is of great importance to the 
commerce of this consular district, inasmuch as the industries of 
Alsace-Lorraine and Baden, especially the coal and iron industries, 
must depend to a great extent upon the transportation facilities fur¬ 
nished by the upper Rhine. 

The press and public have awakened to a realization of the im¬ 
portance of making the Rhine as navigable as possible, and it may 
be but a few years before even Switzerland will be connected by 
an inland waterway with the North Sea ports. 

An inspection tour was recently arranged by the ministry of 
Strassburg for the purpose of noting the progress of the work in¬ 
volved in the deepening of the Rhine. Although the success of this 
undertaking is by no means assured, certain distances have been 
made navigable, so that the completion of the undertaking is con¬ 
sidered probable by means of modern engineering methods. A short 
distance of about 10 kilometers (6.21 miles), near Drusenheim, has 
thus been regulated, and it was this stretch which the inspection 
committee was particularly interested in. 

It has for some time been evident that the industries of this con¬ 
sular district depend to a great extent upon the success in making 
the upper Rhine navigable. The ministry of Strassburg, in 1893, 
considered this question and referred it to the neighboring States of 
Baden and Bavaria. These States preferred a canal from Ludwigs- 
hafen, near Mannheim, to Strassburg, which has also been agitated 
by the local chamber of commerce, but the immense cost of such a 
canal makes it almost impracticable. 

In the year 1901 an agreement was made among the States of 
Baden, Bavaria, and Alsace-Lorraine, the same being approved by 
their respective legislative bodies, according to which the cost of 
deepening the Rhine between Strassburg and Mannheim was to be 
divided as follows, the entire cost being estimated at 13,500.000 
marks ($3,213,000): Bavaria to pay 800.000 marks ($190,400), 
Baden 40 per cent, and Alsace-Lorraine 50 per cent; the city of 
Strassburg 1,000,000 marks ($238,000), and the 44 RheinLche Kohlen- 
kcntor ” (Rhine Caal Company) 700 000 marks ($166,600). 

The stream must be so regulated that it will have a depth of at 
least 2 meters (6.56 feet) and must have a width of at least 88 
meters (288.71 feet). If this undertaking, which was begun last 
year, should be successful, the Rhine will be made navigable between 
Strassburg and Mannheim for a period of 353 days of the year, 
instead of about 128 days, as is the case at the present time. 


157 



158 KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

One great obstacle in the success of this engineering feat is the 
amount of quicksand and sand bars which are washed into the 
channel of the river. 

It is estimated that the completion of this work would require no 
less than fourteen years, and the final cost of the same will amount to 
considerable more than the original claim of 18,500,000 marks 
($8,213,000). 

The freight boats at present can not go farther south than Strass- 
burg, and special efforts are now being made to deepen the channel 
between Strassburg and Basel, thus giving water facilities to Colmar 
and Mulhausen, two important manufacturing centers of upper 
Alsace which are already reached by the Rhine-Rhone canal system. 

The distance between Strassburg and Basel is 125 kilometers (77.63 
miles), which stretch was navigable only from the last of April to 
the second week in July during 1907. 

It is a noteworthy fact that the Rhine has a much larger stream 
of water during the summer months than in the winter time. The 
past summer the railroad bridge at Kehl on account of the high- 
water mark could not be passed by boats with a height of more than 
11 \ feet above water surface. 

According to the Strassburg Chamber of Commerce the average 
time for a freighter down the river, according to tests made during 
the year, was about six hours, while the time consumed in going up 
to Basel was about twenty-four hours, and further, that there were 
ten such trips made in each direction. 

During the coming spring improvements in wharf facilities will 
also take place. The landing place at Basel is to be enlarged and 
the one at Strassburg is now undergoing repairs, while the coal and 
iron industries of Metz will demand a better wharf at that point. 

To the immediate section affected the importance of the deepening 
of the Rhine can not be overestimated, as it assures splendid water 
transportation facilities for this great industrial southern Germany. 

During the past year two most important developments have 
occurred in the improvement and navigation proposition of the upper 
Rhine. 

The first is the now demonstrated success of the engineering feat 
to overcome the quicksand and sand bars that constantly change the 
channel of the river and make extensive shipping impossible. The 
second is the confirmed statement that Switzerland, Alsace-Lorraine, 
and Baden will take up the project of making the Rhine navigable 
for the 77 miles between Strassburg and Basel by the same methods 
now used in deepening the Rhine between Mannheim and Strassburg. 

At the time of the consummation of this project of deepening and 
making the upper Rhine navigable it was agreed that the mainte¬ 
nance of improvement should be provided for by the adjoining 
States. 

For the improvements thus far made between the cities of Mann¬ 
heim and Strassburg, a distance of 131 kilometers (81.40 miles), 
the latest available figures show that the States of Alsace-Lorraine 
aud Baden each expend in maintenance of the Rhine improvements 
about 600,000 marks ($142,800) annually. 

The State of Alsace-Lorraine, which is included in this consular 
district, has 413 kilometers (256.63 miles) of canals which are main- 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 159 

tained by the State at an annual cost of about 350,000 marks 
($83,300). An additional average expenditure is also made each year 
for the improvements, amounting in round numbers to 173,000 marks 
($41,174). 

While this consular district, which includes the territory of Al¬ 
sace-Lorraine and the Grand Duchy of Baden, enjoys the advantage 
of transportation facilities by railway, river and canal, the char¬ 
acter of the goods shipped by each makes a comparative statement 
of rates of small value. 

The only subject of interest as to rates and water transportation 
on the river Rhine is from the city of Mannheim to Strassburg, a 
distance of 143 kilometers (88.86 miles), this being the only river 
route of any importance in this district. 

The traffic on the river Rhine between the above-mentioned cities 
consists chiefly of coal, wood, flour and cereals, amounting last year 
to nearly 1,000,000 tons. 

The freight rates for the foregoing articles, which constitute 90 
per cent of the shipments in bulk, are from 1.70 marks (40 cents) to 
2 marks (48 cents) per ton, and for piece or case goods from 2.5d 
marks (60 cents) to 4 marks (95 cents) per ton. It is well to add 
that the season for river traffic is only from April until August, that 
time being the period of high water. 

Considering next the canal system, which ranks next to the river 
in importance as a carrier, the rates of transportation for coal, wood, 
flour and cereals, which also constitute the great bulk of goods trans¬ 
ported, are as follows in bulk: 

Strassburg-Colmar, 66 kilometers (41 miles), 1.60 marks to 1.80 
marks (38 cents to 43 cents) per ton. 

Strassburg-Mulhausen, 107 kilometers (66.49 miles), 1.80 marks 
to 2.20 marks (43 cents to 52 cents) per ton. 

Strassburg-Metz, 155 kilometers (96.31 miles), 2.40 marks to 2.60 
marks (57 cents to 62 cents) per ton. 

Strassburg-Saarbruecken, 116 kilometers (65.87 miles), 2 marks 
(48 cents) per ton. 

Piece goods are only shipped on the canal Strassburg-Colmar- 
Miilhausen: 

From Strassburg to Colmar, 3.50 marks (83 cents) per ton—41 
miles. ' 

From Strassburg to Mulhausen, 5 marks ($1.19) per ton—66.49 
miles. 

The treatment of railway rates in any other than a general way is 
impossible, as the German system is perhaps the most complicated 
tariff in Europe, and the same can only be understood with the aid 
of the tariff volume, a special tabulation of 562 pages. 

The railway freight tariff is first divided into four general 
classes: 

I. Piece goods. 

(a) Slow freight. 

(&) Express. 

II. General carload lots. 

III. Carload lots (special tariff). 

IV. Carload lots (exceptional tariff). 

A further special classification is given goods under these general 
divisions—i. e., goods light in weight requiring much space; goods 


160 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

inflammable or explosive, requiring special care; and shipments of 
goods that must have attention by employees en route to their desti¬ 
nation, etc. 

As previously stated, there is a general and special tabulation and 
classification under the four chief divisions, but for general infor¬ 
mation as it is, the freight rates are per 1 ton for 100 miles in Alsace- 
Lorraine : 

Piece goods: Fast freight, 37.20 marks ($8.85) ; slow freight, 18.60 
marks ($4.43). 

General carload lots: 5-ton lots, 64 marks ($15.23); 10-ton lots, 
109 marks ($25.94). 

Special tariff carload lots: Raw material, 10-ton lots, 42 marks 
($10) ; fertilizer, 10-ton lots, 38 marks ($9.04) ; road material, 10-ton 
lots, 30 marks ($7.14) ; cereals. 10-ton lots, 66 marks ($15.71). 

For the purpose of comparison, to cover the only class of goods 
that are carried by the three mentioned competing systems, the fol¬ 
lowing are the freight rates by railway from Mannheim to Strass- 
burg, distance 143 kilometers (88.86 miles) : 



Per ton. 

Marks. 

Dollars. 

Wood. 

4.30 
3.80 
7.10 

1.02 

.90 

1.G9 

Coal. 

Cereals. 



It can be said that on the Rhine at this point there are no tolls or 
other charges for the use of waterways, and it is pertinent to observe 
that the law proposing tolls met with such strong opposition from 
industrial circles, commercial bodies, and chambers of commerce, 
that the scheme has, for the present at least, been abandoned. 

The amount of water-borne traffic is steadily increasing on the part 
of the Rhine that is navigable, and the same is also true of traffic on 
the canals. 

The freight on the upper river consists chiefly of coal, cereals, and 
oil, which for the year 1908, combined, amounted to 744,760 tons, and 
for the same class of freight and same year the tonnage on the canals 
in tie district amounts to 354.399 tons. 

The prevailing channel depth of the river Rhine varies according 
to the season of the year from 1 meter (3.28 feet) to 3.50 meters 
(11.48 feet), the highest water being during the summer months. 
Ti e most important canals have a depth of 2 meters (6.56 feet) and 
a width at the bottom of usually 10 meters (32.81 feet) and at the 
surface 14 to 16 meters (45.93 to 52.49 feet). 

As to the type of river boats coming to Strassburg the length varies 
from 70 to 98 meters (229.66 to 321.52 feet), the keel depth 1.75 to 
2.40 meters (5.74 to 7.87 feet), and the width amounts to 9 meters 
(29.53 feet). The boats on the canals are, on account of the size of 
the locks, prescribed as follows: No boat should be longer than 38.50 
meters (126.31 feet) on the principal canals, and the width is allowed 
to be 5.10 meters (16.73 feet) and the depth of boats to be not more 
than 1.80 meters (5.90 feet). The height of boats should not be 
more than 3.50 meters (11.48 feet). 











RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 161 

The method for the propulsion of freight river boats is by accom¬ 
panying steamer, side wheelers, with a capacity of moving three or 
four freight boats. There are also a few screw steamers in use. The 
boats on the canals are only moved bv horses, as no steam power is 
allowed on the same. 

For the loading and unloading of freight at terminals, good pro¬ 
vision is always made—electric cranes are usually installed by the 
city and large companies and are of the most modern and improved 
type. 


Addenda. 

WATERWAY IMPROVEMENTS. 

Regarding the method used to overcome quicksand and sand bars 
in the river Rhine, it may be observed that the methods are identical 
with those now in use in the United States. The fascines consist of 
heavy stones, and large bundles of brushwood which are bound 
together with wire and are sunk into the water and built out from 
each shore in the form of piers to the proposed channel and to a 
special height. 

These fascines are constructed at a distance of from 200 to 300 
meters apart, and it has been demonstrated that the currents carry 
and deposit the quicksands into these sections, leaving the channel 
free. 


FLOATING EQUIPMENT. 

(1) See page 160, last paragraph. Self-propelled vessels are not 
usually loaded with freight so far as the upper Rhine is concerned. 
They are used only to tow barges. 

(4) The modern boats are usually constructed of iron. 

(5) To use the commercial expression, the cost of steamboats (side 
wheelers) is usually from 250 to 300 marks per horsepower, and these 
steamers generally have from 750 to 850 horsepower. Screw steamers, 
which only come to Strassburg during an exceptionally high stage 
of water, cost about 200 to 260 marks per horsepower, and barges 
cost about 50 to 55 marks per each ton loading capacity. 

(6) On the river Rhine at this point there is only one type of 
boats. On the canals, boats are built of wood, as described above, 
and are generally all of the same type. 

(8) There are no special type of boats for low-water stage. 
When the stage of the river is low the boats are loaded accordingly. 

OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION. 

(a) Most of the canal boats are owned by private persons and the 
family lives on the boat. Large factories have their own canal boats, 
which are operated only for their own use. Example: The sugar 
factory of Franckenthal has its own boats running on the canals. 

(b) On the river Rhine there are two large steamship companies of 
this character: The Vereinigung von Spediteure und Schiffer, con- 


65734—11-11 



162 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

sisting of small shipping firms working together, and the Co-opera¬ 
tive Shipper Vereimgung at Rotterdam. Besides these, 31 share 
companies take part in the shipping traffic of the river Rhine. 

( c ) Vessels are not operated by railroads. The coal firms of West¬ 
phalia have their own boats, as well as the Standard Oil Company, 
whose ships come as far up the Rhine as Strassburg. 

(d) No. 

(e) No. 

TERMINAL FACILITIES. 

(a) No special features. 

(b) Electric cranes with self-catcher are mostly in use. 

( c) Yes. The harbor of Strassburg has direct connections with 
the main railway lines and tracks are located on wharves to permit 
direct transfer of goods between the cars and the ships. 

( d ) The terminals are owned by the city. 

TOLLS AND FREIGHT RATES. 

(a) No tolls are charged on the river Rhine. (See above, p. 159, 
par 3.) There exists, however, a toll on the canals of Alsace-Lor¬ 
raine amounting to 0.18 pfennig per ton per kilometer, but there 
are no charges whatever for passing through locks, etc. In excep¬ 
tional cases ships are allowed to pass at night and in this case extra 
charges are made to pay the lock men. 

(b) There exists no special tariff for towing boats on the river 
Rhine; the charges differ very much and are governed according to 
the demand. Towing charges are low when many ships are not in 
use—the average charge for towing loaded barges on the river Rhine 
between Mannheim and Strassburg, a distance of 131 kilometers, is 
90 pfennigs per ton. For towing empty boats down the river from 
Strassburg to Mannheim, about 100 marks are charged. 

( c) Yes; but the governing element is the demand for boats and 
the average tariff on the canals in Alsace-Lorraine is 1.40 marks per 
ton and kilometer. 

(d) 1. The longer the distance the smaller the rate for 1 ton-kilo¬ 
meter. 

2. Same as above. 

3. The rates are affected by speed and increased rates are charged 
where special delivery is required. 

4. See page 159. 

(e and /) No. 

(g) The general attitude of rail and water lines is friendly and 
severe competition does not seem to exist. 

(h) Matter of government ownership covers this question. 

WATER-BORNE TRAFFIC. 


(a) See page 159. 

(5) Not obtainable. 

(c) Local traffic largely predominates. 


RAILWAY RATES, INLAND WATERWAYS, AND CANALS OF BAVARIA. 

Report by Thomas Willing Peters, consul-general at Munich. 


Bavaria’s geographical position as a manufacturing and commer¬ 
cial country is particularly unfavorable. The central and southern 
parts of the country, which are chiefly agricultural, with no consider¬ 
able supplies of coal and iron of their own, are connected by the 
Danube with the agricultural countries on the middle and lower 
course of the latter, but for a long distance have only railway con¬ 
nections with the coal and iron districts of western and central Ger¬ 
many. The result is that in the main part of the country, with the 
exception of the yarn and textile manufactures of Augsburg, no 
large industries have been able to exist. It is one of the most im¬ 
portant problems of Bavaria how these unfavorable commercial and 
industrial conditions may be improved. By a special treaty with 
Prussia, Bavaria has secured the navigability of the Main, a tribu¬ 
tary of the Rhine, as far as the Bavarian town of Aschaffenburg. 
The plan is discussed to make the Main navigable as far as the city 
of Bamberg and thence to construct a canal navigable for large boats 
southward to the Danube. 

This would make Bavaria the most important transit country of 
Europe, as it would secure a direct navigable route between the North 
Sea and the Black Sea, between the large industrial and mining cen¬ 
ters of western Germany and the agricultural sections on the middle 
and lower Danube. The idea is promoted by many persons of great 
influence in Bavaria, but it is questionable whether it will be possi¬ 
ble to obtain a sufficient water supply for carrying out the plan. 
The costs of transportation at present increase the price of coal in 
southern Bavaria by more than 50 per cent. The costs for the rail¬ 
way transportation of flour from Rotterdam to Munich in quantities 
of 10 carloads amount to 3.88 marks per 100 kilos. If sent by towing 
boat to Mannheim and thence by rail to Munich the costs are dimin¬ 
ished to 2.45 marks per 100 kilos. They would be considerably 
smaller still if there existed a navigable waterway between the Rhine 
and the Danube. In case of consignments smaller than half a car¬ 
load (5,000 kilos) the difference is nearly 3 marks. 

Nearly all the Bavarian railways are owned and operated by the 
State. The freight rates on the various lines in general are the same, 
with the exception that on small side lines, with no large traffic of 
their own, the ordinary rates are increased by 20 per cent. This is a 
financial measure, as these lines, which have been built in the inter¬ 
est of small villages, as a rule yield no returns on the capital invested 
in them by the State. 

Since the beginning of the present year the different German States 
have an agreement, according to which the cars and locomotives of 

163 



164 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

each single State are allowed to run on the tracks and be used by the 
railways of all the other States. 

We may distinguish the following classes of railway freight rates: 

1. Rates which are the same in all German States, and which are 
determined by a permanent freight rate commission, composed of 
representatives of the various German States who have railways of 
their own. 

2. Special rates common to two or more German States, and made 
by special agreement between the respective governments. 

* 3. Rates made by the Bavarian Government without a consultation 
of other German governments generally in the interest of commerce or 
industries. 

The rates of the first class are as follows: 

Rates for 100 kilograms for consignments of less than 5,000 kilograms ( one- 

half carload). 


Distance. 

a. Fast 
freight. 

b. Ordinary 
freight. * 

c. Special 
rates of 
ordinary 
freight for 
certain 
articles. 

100 kilometers. 

Marks. 

2.48 
4.50 
9. 48 

Marks. 
1.24 
2. 25 
4.74 

Marks. 

0.99 
1.80 
4.32 

200 kilometers. 

515 kilometers 1 .. . . 



1 The maximum distance in Bavaria. 


Carload freight. 


Distance. 

General rates. 

Special rates. 

L 

L 

II. 

I. i II. 

III. 

IV. 


Marks. 

Marks. 

Marks, i Marks. 

Marks. 

Marks. 

100 kilometers. . ... 

0.86 

0.72 

0.59 0.54 

0.44 

0.34 

200 kilometers... 

1.54 

1.32 

1.12 ,1.02 

0.82 

0.56 

515 kilometers. 

3.65 j 

3.20 

2.70 2.44 

1.92 

1.25 


The rates of class a and b (fast freight and slow freight) are less 
for longer distances, the rates for class b (ordinary freight) being as 
follows: 



Pfennigs. 

Dollars. 

From 1 to .50 kilometers.. 

11 

0.026 
0.024 

From 51 to 200 kilometers. . 

10 

From 201 to 300 kilometers. 

9 

0.021 

From 301 to 400 kilometers.. 

8 

0.019 
0.017 
0.014 

From 401 to 500 kilometers. 


Over 500 kilometers. 

6 


The rates of class a (fast freight) are double the rates of class b 
(ordinary freight). 

All the other classes of rates are determined absolutely according 
to distance, as follows: 

For class c (special rates for small consignments) 8 pfennigs per 
10 kilometers. 







































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 165 


For carload freight: 


General rates. 

Special rates. 

I. 

II. 

I. 

II. 

III. 

IV. 

Pfennigs. 

6.7 

Pfennigs. 

6 

Pfennigs. 

5 

Pfennigs. 

4 

Pfennigs. 

3 

Pfennigs. 

2.2 


Fast freight has the speed of an ordinary passenger train. If fast 
freight is sent by an express train the rates are doubled. In case of 
an entire carload of fast freight a reduction of about 30 per cent is 
granted. Carload freight may also be sent as fast freight, in which 
case the ordinary carload rates are doubled. 

Fast freight is always sent in covered cars. There are special 
reductions of the fast-freight rates in favor of certain agricultural 
products, such as fruit and milk. In some cases this reduction equals 
50 per cent. 

The different rates in the general and special tariff for carload 
freights are based on the general consideration that certain articles 
of small value can not be sent for great distances and sold if the 
costs of transportation are not materially lowered. These special 
rates therefore have the purpose of securing the marketability and 
selling power of certain articles at distant places. This will become 
clear by mentioning some of the articles in each of three special-rate 
classes: Class I—hides, cereals, raw wool, zinc in plates; Class II— 
clay, paper and pasteboard if exported, hemp, jute, vegetables, 
asphalt; Class III—furniture of persons moving from one place to 
another, cement goods, tar, straw, stone, rags, brans, ores, sand, fertil¬ 
izers, barrels. 

Some articles have been put into the reduced special-rate lists to 
encourage industries or agriculture. 

The same considerations which have led to the establishment of 
the special-rate classes for goods sent in quantities of not less than 
5,000 kilos have also given rise to a special reduced commodity rate 
(rate b) for consignments of less than 5,000 kilos. 

In consignments of less than 5,000 kilos the terminal charges, in¬ 
cluding loading and unloading, but exclusive of the delivery, are in¬ 
cluded in the rates. In the case of consignments of more than 5,000 
kilos the terminal charges are not included in the rates and the 
terminal service is generally attended to, not by the railway, but by 
the addressee himself or by forwarding agents. 

There is a special fee for small services, such as issuing bills of 
lading, etc. This fee per carload (10,000 kilograms) is as follows: 
Fast freight, 2 marks; slow freight, Class I, 2 marks; Class II, 1.2 
marks (reduced rate) ; special rates 1.2 marks for all four classes. 

Storage is charged at the rate of 0.04 pfennig per 100 kilos in open 
spaces and 10 pfennigs in covered places. 

If the loading and unloading is attended to by employees of the 
railroad the work is charged for at the rate of 0.04 pfennig for 100 
kilos. 

Independent Tariffs (Specially Bavarian). 

We may distinguish two kinds of independent Bavarian tariffs: 
(a) The so-called exceptional tariffs made for reasons of internal 










166 KAIL WAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


commerce; (b) the independent tariffs influencing the commercial 
relations to other German and foreign states. 

(a) Exceptional rates .—The exceptional tariffs are all commodity 
or accommodating rates, varying according to the various articles 
included. In all there are more than twenty different rates in this 
class, among which may be mentioned the rates for raw materials, 
sugarbeets, fertilizers, ores, and sands. Some of them have the object 
of favoring industries or of insuring the sale of certain products 
which would otherwise be valueless. The exceptional rates become 
lower for greater distances. 

The following may be given as examples of the exceptional rates: 



Wood. 

Raw ma¬ 
terials. 

Wood 

building 

material. 

100 kilometers. 

Pfennigs. 

0.39 

.72 

1.25 

Pfennigs. 

0.29 

.51 

1.67 

Pfennigs 

.34 

.78 

200 kilometers.. 

515 kilometers. 



Question I. Coal Rates. 

Coal belongs to Class II of the exceptional tariffs. The rates apply 
only if coal is sent from railway stations where the mines are located. 
Coal sent from other stations is charged according to Class III of 
the special tariffs. The object of making cheaper rates for direct 
shipments from the mines is to do away with intermediate trade, 
which increases the market prices of the commodity. 

Subjoined are rates for coal not sent from mining stations (Class 
III of the special tariffs) on ten different lines for various distances 
(tariff common to the various German States). 


Amberg. 

Aschaffenburg 

Fuerth. 

Lindau. 

Schweinfurt-.. 
Weissenburg.. 

Wolnzach. 

Worringen 

Zomeding. 

Zwiesel. 


Amberg. 

Aschaffenburg 

Fuerth. 

Lindau. 

Schweinfurt.., 
Weissenburg.. 

Wolnzach. 

Worringen.... 
Zomeding.... 
Zwiesel. 


To— 


Augsburg. 


Freilassing. 


Hof. 


Kilo¬ 

meters. 


Marks 
for 10,000 
kilos. 


Kilo¬ 

meters. 


Marks 
for 10,000 
kilos. 


Kilo¬ 

meters. 


Marks 
for 10,000 
kilos. 


205 

303 

251 

193 

257 

85 

88 

93 

85 

251 


57 

252 

79 

475 

67 

292 

64 

363 

69 

402 

51 

288 

32 

202 

33 

263 

31 

119 

67 

283 


67 

155 

117 

287 

76 

204 

92 

496 

100 

185 

75 

219 

56 

274 

70 

392 

38 

341 

74 

303 


46 

75 

57 

121 

53 

60 

72 

98 

87 

79 


To— 


Nuremberg. 

Rosenheim. 

Munich. 

Kilo¬ 

meters. 

Marks 
for 10,000 
kilos. 

Kilo¬ 

meters. 

Marks 
for 10,000 
kilos. 

i 

Kilo¬ 

meters. 

Marks 
for 10,000 
kilos. 

68 

27 

248 

67 

207 

58 

192 

54 

427 

106 

366 

93 

161 

47 

289 

76 

248 

67 

330 

85 

281 

74 

221 

61 

120 

38 

378 

95 

318 

82 

53 

23 

206 

57 

145 

44 

139 

43 

121 

39 

60 

25 

226 

62 

181 

52 

127 

39 

222 

61 

38 

16 

27 

13 

220 

60 

201 

56 

196 

55 

























































RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 167 


The following is a table of rates on coal from mining stations on 
10 different lines for various distances (independent Bavarian rates, 
rate on raw materials). The same reductions are granted to coal 
sent from the mining stations of other German States into Bavaria 
(by special agreement) : 


To- 

Eichhofen. 

Hausham. 

Peissenberg. 

Kilo¬ 

meters. 

Marks for 
10,0(<0 
kilos. 

Kilo¬ 

meters. 

Marks for 
10,000 
kilos. 

Kilo¬ 

meters. 

Marks for 
10,000 
kilos. 

Augsburg. 

154 

41 

116 

33 

91 

27 

Bamberg. 

151 

40 

315 

76 

291 

71 

Bayreuth. 

158 

42 

337 

87 

321 

78 

Erlangen. 

115 

52 

276 

68 

252 

62 

Ingolstadt. 

87 

26 

135 

37 

136 

37 

Kempten. 

226 

57 

94 

28 

157 

42 

Regensburg. 

13 

13 

192 

49 

193 

49 

Schwandorf. 

36 

19 

235 

58 

235 

59 


Augsburg... 
Bamberg.... 
Bayreuth... 
Erlangen.... 
Ingolstadt... 
Kempten... 
Nuremberg . 
Regensburg. 
Schwandorf. 
Wurzburg... 


To 


Schwandorf. 

Schwarzenfeld. 

Stockheim. 

Kilo¬ 

meters. 

Marks for 
10,000 
kilos. 

Kilo¬ 

meters. 

Marks for 
10,000 
kilos. 

Kilo¬ 

meters. 

Marks for 
10,000 
kilos. 

:.! 184 

34 

192 

49 

264 

65 

..1 157 

42 

156 

41 

64 

21 

103 

30 

95 

28 

79 

24 

118 

33 

117 

( 33 

l 24 

[} 103 

30 

117 

33 

125 

35 

1 244 

61 

256 

63 

264 

65 

419 

94 

' 24 

28 

94 

28 

127 

35 

.. 43 

16 

51 

T8 

224 

56 



9 

8 

181 

47 

196 

50 

196 

50 

, >64 

43 


(b) Independent rates (made for reasons of commerce with other 
German and foreign States ).—The following examples will give an 
idea how these are calculated: Coal to a distance of 350 kilometers, 
2.2 pfennigs per kilometer and per 100 kilos; the distance in excess of 
350 kilometers, a reduction to 1.4 pfennigs per 100 kilos per kilo¬ 
meter; that is to say, in a distance of 500 kilometers 350 kilometers 
are charged at the rate of 2.2 pfennigs, 150 kilometers at the rate of 
1.4 pfennigs. 

Question II. Iron Ore, Stone, Lumber, Fertilizer, Grain. 

Stone, from 1 to 100 kilometers, 2.7 pfennigs per 100 kilos and per 
kilometer; the distance from 100 to 200 kilometers, 1.7 pfennigs; 
from 200 to 300 kilometers, 1.6 pfennigs, as explained above. Road¬ 
building material, from 1 to 80 kilometers, 2 pfennigs; from 80 to 
200 kilometers, 1.4 pfennigs. Fertilizers, up to 350 kilometers, 2.2 
pfennigs; for the distance exceeding 300 kilometers, 1.4 pfennigs. 
Ores, from 1 to 217 kilometers, 2.312 pfennigs; for the distance 
exceeding 217 kilometers, 2.2 pfennigs. Iron, 2.8 pfennigs per 100 
kilos per kilometer. Cereals, up to 102 kilometers, 4.5 pfennigs; for 
the distance from 102 to 400 kilometers, 1.43 pfennigs. Cereals from 
Bavarian stations to the German seaports, 4.5 pfennigs up to 102 
kilometers; for the distance from 102 kilometers to 400,1.43 pfennigs. 













































168 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


In the direction of Switzerland (to promote exportation), to the 
Rhine ports, to Wurttemberg, the rate from Bavarian stations is 2.6 
pfennigs. To compete with Austrian grain going from Austria to 
Switzerland through Bavaria (transit commerce), 3.2 pfennigs are 
charged for grain coming from Austro-Bavarian border stations. 

The rate on toys, an important article of Bavarian manufacture, 
from certain Bavarian stations to the Rhine ports and to the German, 
Belgian, and Duteh seaports, is 4 pfennigs (normal rate, 6 pfennigs). 
On iron and steel the normal rate is 4.5 pfennigs; export rate, 2.8 
pfennigs. 

The general object of these independent tariffs is to promote ex¬ 
ports, to render the importation of certain raw materials for home 
industries cheaper, to obstruct foreign competition, to secure a 
cheaper transportation of fertilizers, and to attract transit commerce. 

Subjoined are a few more examples: 

In the case of fertilizers there is no discrimination between different 
lines, as these articles are chiefly imported. 

Iron ore, normal rate, 2.7; reduced independent rate, 2.2 pfennigs; 
smelting work in Prussia and Saxony noncompetitive points and vice 
versa up to 100 kilometers, 1.9 pfennigs; from 100 to 190 kilometers, 
1.5 pfennigs; for the distance exceeding 190 kilometers, 1 pfennig; 
between Bavarian and Saxo-Prussian competitive points, 2 pfennigs 
up to 50 kilometers; for the distance exceeding 50 kilometers, 1.8 
pfennigs. 

Stone, normal rate, 2.7 pfennigs; reduced independent rate, 2.2 
pfennigs per 100 kilometers; to Bavarian stations and ports of other 
German States from 1 to 100 kilometers, 2.7 pfennigs; 100 to 200 
kilometers, 1.7 pfennigs; 200 to 300 kilometers, 1.6 pfennigs; dis¬ 
tances exceeding 300 kilometers, 2 pfennigs; to Austrian and Austro- 
Bavarian stations, 2.2 pfennigs (to promote exportation). 

To these rates must be added the fee charged for switching the 
cars, for loading, and issuing the bills of lading. This fee in the case 
of independent rates is as follows per 10,000 kilos (carload) : Coal 
(for exportation), 3.50 marks; stone, 6 marks (for exportation in 
certain cases, from 6 marks to nothing); fertilizers, 7 marks (for 
the distance in excess of 350 kilometers, 3.50 marks, to encourage 
direct importation from the seaports) ; iron ore, 3.50 marks, to sta¬ 
tions of other German States, 6 marks; cereals, 4.50 marks. The 
normal fees in these cases are as follows: Coal, stone, fertilizers, 
6 to 12 marks; iron ore and cereals, 6 marks. 

We therefore have the following classes of freight rates in Bavaria : 

1. Freight rates in common with other German States. 


Decreasing according to dis¬ 
tance. 

Determined absolutely accord¬ 
ing to distance. 


( a. For consignments of less than 5,000 kilo¬ 
grams fast freight, ordinary freight, special 
rate for certain commodities. 

1 h. For consignments of more than 5,000 kilo¬ 
grams, two classes of general rates and four 
classes of special rates. 


2. Independent rates. 


Decreasing regularly accord¬ 
ing to distance. 

Decreasing or increasing reg¬ 
ularly or irregularly according 
to distance. 


> a. Exceptional rates for internal commerce. 

b. Independent rates for commerce with other 
German or with foreign states. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 169 

As to commodity rates, we may distinguish a commodity rate for 
fast freight (milk, fruit, etc.), for ordinary freight in consignments 
of less than 5,000 kilos and in carload assignments (Classes II, III, 
and IV of the special rates). The independent rates all are com¬ 
modity rates. 

Chap. II. 

Rivers and Canals. 

There are only two rivers navigable for larger boats in the prin¬ 
cipal part of Bavaria. The Danube from Passau to Regensburg, 
and the Main, a tributary of the Rhine, from AschafTenburg to 
Kizingen. To these must be added the Rhine, which forms the 
eastern border of the Polahvat. 

Public supervision on the Danube is exercised by the state offices 
for roads and rivers in the various places. The same applies to the 
Main and the Rhine. For the latter there exists, moreover, an inter¬ 
national commission composed of representatives of the various 
Rhine States, viz: Prussia, Holland, Hessia, Baden, Bavaria, and 
Alsace-Lorraine. 

The state offices for roads and rivers mentioned above are subordi¬ 
nated to the governments of the various circles or political sub¬ 
divisions of Bavaria, which in turn have to report to the minister 
of the interior. 

The canals of Bavaria are not important. There is a canal con¬ 
necting the Main with the Danube for very small boats, but the 
traffic is entirely inconsiderable. The canal department belongs to 
the ministry of railways and commerce. 

The navigable rivers and canals, as far as they are public, must 
be kept in proper state for navigation by the state government. 

The statistics of river and canal navigation are collected and pub¬ 
lished by the Bavarian office of statistics in Munich. 

So far there is no established policy as to water power developed 
by works constructed for improving navigation. But certain rules 
will probably be established in the near future. 

Bavaria has spent considerable sums for river improvements, the 
total amounts being as follows: 

Marks. 

Rhine_ 15, 400, 000 

Main_ 17, 700. 000 

Danube_,_ 22, 800, 000 

55, 900, 000 

The ports and landing arrangements are the property of the State. 
Terminal works have been constructed on the Danube at Passau, 
Deggendorf, and Regensburg; on the Rhine at Ludwigshafen, 
Speyer, and Maximiliansau; on the Main at Aschaffenburg. There 
are no important cases of terminal facilities provided by private 
persons or companies. 

The tracks of the railroads, which are all state railways, are always 
located so as to permit a direct transfer between railroad and water 
lines. The Bavarian ports on the Danube and Main contain no docks 
and wharves. 






170 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


The costs of the terminal arrangements of the Danube ports are 
as follows: 


Marks. 

Regensburg_ 2, 400, 000 

Passau__ 800, 000 

Deggendorf_ 140, 000 

In the Danube the rocky channel of the river has been improved 
for purposes of navigation for a length of about 30 kilometers and 
adapted to low-water stage of 1 meter and 40 centimeters. The 
costs amounted to about 1,500,000 marks. The minimum water stage 
at which navigation is practicable for the ordinary boats is 1.3 
meters. 

Only paddle steamers are used. The steamers do not carry 
freight, but are used only for towing. 

On the Danube there are three large private steamship companies— 
an Austrian company, a Hungarian company, and a specifically 
Bavarian, or, rather, South German company. The Bavarian state 
railways favor the latter by special reduced rates to the steamers of 
the Bavarian company in the Danube ports at Regensburg and Pas¬ 
sau for assignments to the lower Danube countries—Roumania, Ser- 
via, and Bulgaria. The following table shows the difference between 
the ordinary rates from Munich to Regensburg and the reduced 
rates in favor of the South German steamship companies: 



To Regensburg 
for further 
transportation 
to the lower 
Danube with 
the steamers 
of the above 
company. 

To Regensburg 
without such 
further trans¬ 
portation. 

Beer, cotton goods, preserves, soap, per 1,000 kilos: 

In consignments of less than 5,000 kilos. 

Marks. 

0.74 

Marks. 

1.69 

5 tons. . . . 

.61 

1.15 

10 tons. 

.56 

.98 

Malt, per 100 kilos: 

Consignments of less than 5,000 kilos. 

.74 

1.69 

5 tons. 

.61 

.84 

10 tons. 

.56 

.77 

Paper: 

Consignments of less than 5,000 kilos. 

.74 

1.69 

5 tons. 

.56 

.84 

10 tons. 

.51 

.77 



Railroad freight rates to water competitive points are not higher 
than to interior nonwater points. 

There is consequently no active competition between railway lines 
and navigation lines. This will be clear from what has just been 
stated in regard to the measures taken to favor the South German 
Steamship Company. The following is a table of river rates in the 
Danube between Regensburg and Passau and on the state railway line 
parallel to the river: 



River 

rate. 

Railway 

rate. 

Cotton and cotton goods. 

Marks. 

0.18 
.20 
.25 

Marks. 

0.83 

.53 

.65 

Lumber. 

Cereals. 





























RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 171 

In case the goods are to be sent on at Passau to the Balkan coun¬ 
tries with vessels of the South German Steamship Company, the 
above railway rates are reduced to 0.37, 0.28 and 0.41 marks, re¬ 
spectively. 

If a very low water stage of the Danube obstructs navigation, the 
articles sent by ships from the lower Danube to the border port at 
Passau are sent on to their places of destination at reduced rates by 
the state railway. 

The waterways in general have a greater competitive power than 
railways, especially in case of large consignments. But in Bavaria 
their competitive power is very limited in view of the unfavorable 
geographical condition mentioned at the beginning. 

There are no tolls charged on Bavarian rivers and canals. 

The quantity of commodities hauled on Bavarian rivers is not 
considerable, as there is no large industrial and commercial popula¬ 
tion in the vicinity of these rivers. The statistics for the three 
Danube ports for the last ten years are as follows (in tons): 



1899. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

1906. 

1907. 

1908. 

Passau: 











From Austria... 

69,695 

72,720 

97,352 

87,960 

77,554 

52,792 

74,336 

87,009 

16,790 

68,756 

To Austria. 

8,655 

5,226 

3,568 

6,304 

11,042 

12,276 

8,517 

• 9,127 

18,489 

16,211 

Regensburg: 

From Austria... 

101,346 

127,702 

134,094 

107,713 

139,089 

111,793 

157,829 

160,908 

163,743 

98,616 

To Austria. 

24,741 

21,443 

25,699 

32,246 

38,120 

36,475 

42,193 

52,330 

64,846 

78,806 

Deggendorf: 

From Austria... 
To Austria. 

1,714 

725 

1,137 

1,664 

1,404 
2,144 

2,480 

3,684 

1,061 

3,319 

2,157 
2,316 

11,144 
2,769 

1,138 


The statistics for the water traffic of Wurzburg, one of the Main 
ports, are the following (in tons) : 



Imports. 

Exports. 

1902. 

2,942 
6,709 
7,751 
14,694 
16,400 
10,676 
12,871 

5,436 

9,476 

11,061 

12,005 

17,636 

18,397 

22,575 

1903. 

1904. 

1905. 

1906. 

1907. 

1908. .. .. . 



The traffic of Bavarian Rhine ports above Ludwigshafen is much 
more considerable, averaging in imports and exports about 2,000,000 
tons per annum. 

The chief commodities transported on the Danube are cereals, 
wood and petroleum; on the Main, cereals, flour, wood and sugar. 

Bavaria has no canal or other waterway improvement companies. 

The chain-towing steamers on the Main, the steamship traffic on 
Lake Constance and a few other small lakes and rivers, and the ves¬ 
sels on the small canal mentioned before are owned and operated by 
the Bavarian state railway. 


































172 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

The towing rates in the Main are charged separately for vessels 
and cargo. The rates for vessels are as follows: 


Vessels with a tonnage up to— 

Pfennigs 
per kilo¬ 
meter. 

Vessels with a tonnage up to— 

Pfennigs 
per kilo¬ 
meter. 

500 Inins . 

3 

60 tons. 

44 

3 tons . . 

7.7 

75 tons. 

48 

F> tons . 

12.8 

100 tons. 

56 

10 tons . _ . . 

16.3 

125 tons. 

62 

20 tons . 

21.4 

150 tons. 

68 

30 tons. 

27.2 

175 tons. 

74 

40 tons. 

32.4 

200 tons. 

80 

50 tons. 

38 



And further for each additional 100 tons, 16 pfennigs per kilo¬ 
meter. 

Up to a distance of 18 kilometers there are additional charges to 
these rates, as follows: 



Per cent 
of the 
ordinary 
rate. 


Per cent 
of the 
ordinary 
rate. 

Up to 4 kilometers. 

50 

Up to 12 kilometers. 

20 

Up to 5 kilometers. 

45 

Up to 13 kilometers. 

17.5 

Up to 6 kilometers. 

40 

Up to 14 kilometers. 

15 

Up to 7 kilometers. 

36 

Up to 15 kilometers. 

12.5 

Up to 8 kilometers. 

32 

Up to 16 kilometers. 

10 

Up to 9 kilometers. 

28.5 

Up to 17 kilometers. 

7.5 

Up to 10 kilometers. 

25 

Up to 18 kilometers. 

5 

Up to 11 kilometers. 

22.5 




Towing rates for cargo on the Main. The unit is 1 pfennig per 
ton per kilometer. Up to a distance of 32 kilos the following addi¬ 
tional charges are made: 



Per cent : 

of the 
ordinary 
rate. 


Per cent 
of the 
ordinary 
rate. 

Up to 4 kilometers. 

40 

Up to 19 kilometers. 

19.5 

Up to 5 kilometers. 

39 

[ Up to 20 kilometers. 

18 

Up to 6 kilometers. 

38 

Up to 21 kilometers. 

16.5 

Up to 7 kilometers. 

37 

Up to 22 kilometers. 

15 

Up to 8 kilometers. 

36 

Up to 23 kilometers. 

13.5 

Up to 9 kilometers. 

34. 5 

Up to 24 kilometers. 

12 

Up to 10 kilometers. 

33 

Up to 25 kilometers. 

10 

Up to 11 kilometers. 

31.5 

Up to 26 kilometers. 

9.7 

Up to 12 kilometers. 

30.5 

Up to 27 kilometers. 

7.5 

Up to 13 kilometers. 

28.5 

Up to 28 kilometers. 

6 

Up to 14 kilometers. 

27 

Up to 29 kilometers. 

4.5 

Up to 15 kilometers. 

25.5 

Up to 30 kilometers. 

3 

Up to 16 kilometers. 

24 

Up to 31 kilometers. 

2 

Up to 17 kilometers. 

22.5 

Up to 32 kilometers. 

1 

Up to 18 kilometers. 

21 




The South German Steamship Company on the Danube has one 
general rate and two commodity class rates. Besides these there is a 
combined general and commodity class rate to certain Austro-Hun¬ 
garian ports, a special commodity class rate to Austro-Hungarian 
ports, and a separate commodity class rate to ports on the lower 


























































































BAILWAY FEEIGHT BATES AND INLAND WATEBWAYS OF GEBMANY. 173 

Danube (Servia, Bulgaria, Roumania). Finally, there is a special 
combined rate of the steamship company mentioned and the Rou¬ 
manian state railways, for direct transportation between Bavarian 
Danube ports and Roumanian river railway stations. 

For loading commodities from the railway cars into its boats tho 
company charges 7 pfennigs per 100 kilograms for objects of trans¬ 
portation weighing not more than 100 kilograms. The charges for 
single freight of a higher weight is subject to special agreement. 

All consignments are insured by the company itself up to a value 
of 120 marks for each 100 kilograms. If shippers send cargoes of a 
higher value and wish them to be insured for their entire value, the 
company charges additional insurance fees for the same in excess of 
the value of 120 marks per 100 kilograms. 


Freight rates of the South German Steamship Company from Regensburg. 


Per 100 kilograms to— 

General rate. 

Commodity 
rate (A). 

Commod¬ 
ity rate 
(B). 

Vienna. 

Marks. 
1.66 
2.59 
3.71 

Marks. 

1.23 
1.96 
2.48 

Marks. 
1.06 
1.66 
1.96 

Budapest. 

Belgrade. 


Per 100 kilos to— 

Combined gen¬ 
eral commodity 
rate. Special 
rate to certain 
Austrian 
ports. 

Special 
commod¬ 
ity rate. 

Commod¬ 
ity rate to 
lower 
Danube 
ports. 

Vienna. 

Marks. 

0.77 
1.36 

Marks. 
0.64 
1.11 
2.12 

Marks. 

Budapest... .. 


Belgrade. 

2.12 




The reasons for establishing two special commodity rates coincides 
with those that led to the introduction of the special commodity rates 
of the state railways. The commodity rates to Austria and the lower 
Danube countries are export rates, which may be supposed to have 
been established under the influence and with the cooperation of the 
Bavarian Government. 

The average wages of workmen in the service of the Bavarian Dan¬ 
ube ports are about as follows: Mechanics (in the workshop), 5 
marks; apprentices, 1 mark; day laborers, 4.25 marks per day. 

























BAVARIAN WATERWAYS AND CANALS. 

Report by George Nicolas Ifft, Consul at Nuremberg. 


IMPROVEMENTS AND TRAFFIC. 

River and canal navigation in the Kingdom of Bavaria presents 
few points of interest unless it be considered from the standpoint 
of representing types of what such navigation ought not to be. The 
Ludwigs Canal, which, by the way of the Main, connects the Danube 
and the Rhine and, theoretically, is the link completing an all-water 
highway from the Black Sea to the Atlantic Ocean, over which should 
pass the outgoing corn from the fields of Hungary, and the incom¬ 
ing raw material and merchandise for both Austria and Hungary, 
fails entirely in this purpose. It is antiquated in type and inade¬ 
quate in extent. The traffic it carries is trifling and almost entirely 
local in character. The river traffic is of larger volume and more 
notable, but even that is inconsiderable. In no sense is there any 
competition between rail and water routes. The government owns 
the railroads and the canal; also the chain towing systems oper¬ 
ated on the rivers and by its harbor, landing, warehouse and 
other fees practically controls all other river navigation. This fact 
entirely eliminates any question of real competition, and rates for 
both are regulated in accordance with the financial plans of the state 
ministry of transportation, or of the interior, as the case may be. As 
highways of traffic in Bavaria, the following water routes are to be 
considered: 

1. The Ludwigs Canal, extending from Bamberg on the Main to 
Kelheim, near Regensburg on the Danube, a distance of 107 miles. 

2. The Main, a chain towing system from Aschaffenburg to Wurz¬ 
burg and Kitzingen, a distance of 124 miles. This chain towing 
system is in course of extension from Kitzingen to Bamberg, a further 
distance of 71 miles. 

3. The Danube, from Regensburg to Passau, a distance of 94 miles. 

4. Lake Constance, and, for some purely local traffic, a few of the 
larger interior lakes of Bavaria, such as the Ammersee, the Starn- 
bergersee, etc. 

The Main and the Danube are open waterways. The Ludwigs 
Canal is the property of the Kingdom of Bavaria. Lake Constance 
is an international body of water, the traffic on which is operated 
jointly by the Bavarian and Swiss railway departments. As freight 
rates on the lake boats are fixed so that they will be just the same as 
those of the railroads for transportation around the lake, they are 
scarcelv worth further consideration. 

In Bavaria all river improvements for the furtherance of naviga¬ 
tion are made by the government. Docks, wharves, freight ware- 

175 



176 KAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

houses, etc., are also all built by the government, but communities 
especially benefited are required to contribute a proportion of the 
cost commensurate with the special benefit derived. This is some¬ 
times in money, sometimes a free site, or otherwise. The discretion 
of the ministry in such matters is broad. Tolls are charged on 
neither the natural waterways nor the canal, but there are fees for 
traversing the canal, for river towing, harbor fees, crane fees, ware¬ 
house fees, etc., and from these the government derives its revenues 
and makes effective its control. The theory of the Bavarian water¬ 
way laws is that the sum total of such fees must not exceed an 
amount sufficient to pay for maintenance, reasonable returns upon 
the investment in such improvements, and provide for the ultimate 
repayment of the original cost. 

The control of canals is- vested in the ministry of transportation, 
which also has control of the railroads, the telegraph, the telephone, 
the post-office, etc. All are parts of the same system for the for¬ 
warding of passengers, freight, express, mail, telegrams, and long¬ 
distance talking. Improvements of open rivers are under the juris¬ 
diction of the ministry of the interior. There are no other navigation 
corporations in Bavaria proper, and therefore no capitalization of 
such, either controlled or uncontrolled. Some Austrian companies 
operate on the short stretch of the Danube between Regensburg and 
Passau, but, of course, subject to the Bavarian laws. Government 
regulation of freight traffic on both canal and rivers is exercised 
through the fixing of the fees for traversing the canal, the fees for 
the chain towing on the Main, as well as the harbor, warehouse, ter¬ 
minal, and other fees on both the canal and the Main and th£ Danube. 
The Government provides for maintenance and operation, and makes 
all improvements in channels, builds docks, cranes, terminals, etc. 
The Government publishes annually full and detailed reports of op¬ 
erations and improvements and statistics of traffic, which are included 
with the statistics of railway operations and in the various publica¬ 
tions of the Bavarian statistical bureau and in the annual imperial 
statistics of inland water traffic. 

There is no established policy as to water-power development or 
as to the improvement of navigation. There is, however, in existence 
an organization known as the Royal Bavarian Waterways Commis¬ 
sion, the object of which is to keep before both Government and peo¬ 
ple the matter of river and canal improvements, study the needs and 
possibilities of such improvements, the possibilities of water traffic, 
and work out plans for the extension of the same. It is a semiofficial 
body and is doing most excellent work. 

Attention is called to a publication entitled “A Memorial on the 
Improvement of Navigation on the Bavarian Danube and the Exten¬ 
sion of Navigation from Regensburg to Ulm,” by Eduard Faber. 

This memorial presents an elaborate study of the Danube in Ba¬ 
varia as a possible important highway of commerce, and is accom¬ 
panied by a series of 28 statistical tables and eight elaborate drawings 
and maps. There are also two pamphlets by the same author, one 
entitled “ On Inland Navigation Projects in Bavaria and their Eco¬ 
nomic Importance,” and the other “ On the Regulation of Erratic 
Flowing Streams at Low Water.” 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 177 

Attention is also called to a publication entitled “ The Economic 
Value of Bavarian Water Highways,” with a full and complete series 
of statistical tables, charts, etc., showing the relations of water routes 
and freight traffic, by Gustav Steller. The Beport of the Ninth 
Annual Meeting of the Bavarian Waterways Commission, held June 
5, 1909, is also important in this connection. 

These publications illustrate the interest of the Bavarians in the 
creation of water highways and in securing the maximum benefits 
from waterways, which without the expenditure of large sums in im¬ 
provements can scarcely be regarded as factors in the problem of 
transportation. 

All canal work and river improvement is carried on by the Central 
Government, and, except as heretofore noted, at the expense of the 
Government. For example, for the Ludwigs Canal, from 1836 to 
1859, the Government expended the total sum of $6,587,510. From 
the latter date until 1863, the operation of the canal showed a net 
surplus, but since 1863 there has been a regular annual deficit, run¬ 
ning sometimes as high as $52,600. For the year 1908 the deficit 
was $23,700. These deficits are paid by the state and are regularly 
provided for in each budget. The maintenance of the canal (re¬ 
pairs), not counting the cost of management, called for an expendi¬ 
ture of $13,367. 

For the chain-towing plant and improvements of the river Main 
the Government, up to the close of the year 1908, paid out a total of 
$1,462,000. Under enactment of June, 1894, an appropriation of 
$1,611,260 was made for this improvement. From the years 1898 to 
1902 the Main traffic was operated at a loss to the Government, but 
since that time there have been annual net earnings varying from 
$3,000 to $12,000. 

On the Ludwigs Canal the boats are towed by line, and to a 
small extent also on the Main. On the Main, however, most of the 
boats are towed by the chain-towing plant as far as Kitzingen. By 
exceptionally favorable water conditions, steam towboats can come 
as far as Wurzburg. Downstream the boats, as a rule, float with 
the stream. 

The canal boats are 98 feet long, 14.8 feet wide, and 3.6 feet deep. 

On the Main the maximum dimensions of the boats are: 


Length. 

Breadth. 

Depth. 

Freight steamboats.. 

Feet. 

. 125 

Feet. 

21.3 

Feet. 

5.4 

Freight towboats .. 

. 213 

26 

7.2 

fiai 1 boa ts ... 

. 269 

33 

7.9 




On the canal the boats are all of wood. Most of the Main boats 
are also of wood. The Bavarian Government has, however, four 
iron canal boats on the Main, and recently several cement factories 
have placed iron boats on the river. These boats vary so greatly in 
type that even an approximate figure as to their cost is impracticable. 
The largest of them is a very small vessel. The iron coal boats of 
the Government cost $2,356 each. There was paid for the five tow 
chains, in 1898, $34,224; in 1899, $39,270; and in 1900, $41,222. Such 

65734—11-12 













178 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 

things as fleets of barges can not be said to exist. The type of boats 
on the canal and most of those on the Main, especially the iron 
coal boats, are constructed with a view to utilization at low water. 

The towboats belong to individual shippers. Neither canal com¬ 
panies nor waterway-improvement companies own vessels, nor do 
such companies exist. There are no cases of consolidation of vessel 
owners for operating extensive fleets on these waters, nor are there 
any such fleets, aside from the few boats owned and operated by the 
cement manufacturers on the Main. The public authorities own or 
operate no merchant vessels, and there are no combinations or 
monopolies controlling towing on either canal or river. 

The harbor facilities and appliances for loading and unloading are 
everywhere of the simplest nature, in many instances almost primi¬ 
tive. The main canal harbor is at Nuremberg, and there are harbors 
at Bamberg, Schweinfurt, Kitzingen, Ochsenfurt, Wurzburg, and 
Aschaffenburg, and wood-loading stages at Staffelbach, Schwein¬ 
furt, Marktbreit, Ochsenfurt, Kitzingen, and Wurzburg. At Kitzin¬ 
gen and Wurzburg, especially, there are sidetracks permitting direct 
transfers of freight from river to railway and vice versa, but such 
connections exist to a greater or less extent at most other harbor 
points. All harbor and terminal facilities are the property of the 
State and are operated by the State. 

NAVIGATION FEES AND FREIGHT RATES ON THE BAVARIAN CANALS AND 

RIVERS. 

Navigation fees proper—that is, charges for the traversing the 
waters—are, as heretofore noted, collected only on the Ludwigs Canal. 
These fees amount to 1 pfennig (about one-fourth of a cent) per 
kilometer (0.62 mile) for each metric ton (2,204 pounds) of freight 
moved. Empty boats pay no fees. 

As already noted, the Ludwigs Canal has been operated at a loss 
for a number of years past, and under the present condition of the 
canal this situation is likely to continue indefinitely. 

Towing charges on the Main for the government chain towing 
plant operated on that river were at first based upon the actual 
cost for the service, but in the course of time it was found necessary 
to readjust them for several reasons, but especially on account of the 
competition of towing with horses, which is slower and less certain 
but cheaper. Later various politico-economical reasons, such as a 
desire to assist smaller shipmasters in their efforts to do business on 
the river, were also taken into account in fixing the rates to be 
charged for towing. 

“ Regulations and Tariffs of the Government Chain Towing Navi¬ 
gation on the Main,” in force since January 1, 1905, gives in the 
fullest detail examples of all possible combinations affecting towing 
fees and the regulations in regard to the same. 

There are three navigation companies operating on the Danube 
that figure to some extent in Bavarian freight traffic, and that have 
regular freight rates and classifications. These are: (1) Erste K. K. 
Priv. Donau-Dampschiffahrts-Gesellschaft; (2) Iv. Ungarische Fluss- 
& Seeschiffahrts-Actiengesellschaft; (3) Suddeutsche Donau-Dampf- 
schiff a hrts-Gesellsch a f t. 


RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 179 

As I am preparing this report I note that the Austrian Govern¬ 
ment is taking steps to take over the latter corporation and operate 
it as a government property. 

Freight rates on the three steamship lines above referred to for the 
principal commodity brought by them into Bavaria—that is, for 
grain—are fairly stable, but rates on practically all other commodi¬ 
ties, especially those exported from Bavaria, are extremely variable 
and almost every shipment might fairly be said to be subject to 
individual rating and classification. 

Freight rates on the Danube, as well as on other waterways, are 
affected by the following factors: Distance of haul; quantity of 
goodsr—that is, whether single package, large quantity, or entire 
boatload, or whether single shipments or a series of shipments cov¬ 
ering a fixed period of time; speed—that is, whether shipped by 
express or ordinary freight boats; nature of commodities shipped, 
whether dangerous or inconvenient to handle, interfering with other 
traffic, difficult to load and unload; character of packing—heavy or 
light, space occupied in relation to weight, etc. 

These classifications are, however, so involved and goods are so 
frequently affected by two, three, or four or more of such factors and 
in such varied manner that the services of an expert are required 
to figure out the rate on almost every individual shipment. The 
numerous possible combinations of qualities and conditions affecting 
rates make it almost impossible to state any general rule under 
which freight rates might be calculated. For instance, according to 
the tariff of the Erste K. K. Priv. Donau-Dampfschiffahrts-Gesell- 
schaft, the following characteristics of commodities are taken into 
account in determining the rate to be charged for shipments of goods 
by their express boats: 


Kind of goods. 

If forwarded by 
express boats 
the regular 
freight rates are 
raised— 

All goods, except those mentioned below and very heavy goods. 

Blockading goods—that is, those likely to interfere with traffic. 

Ships and boats, because of the difficulties in loading and transporting. 

Per cent . 

. 100 

. 200 

. 300 


On the Main freight rates are fixed practically for each separate 
shipment and under conditions existing at the time of shipment. The 
traffic is practically in the hands of forwarding agents, but the total 
is trifling. 

Prorating arrangements between water lines and railroads—that is, 
joint rail and water tariffs—do not exist with regard to navigation on 
the Ludwigs Canal, the Main, or that part of the Danube which is 
within Bavaria—that is, the water route from Regensburg to Passau. 
The traffic selects one or the other route independently of the other 
or, if it uses both routes, they are treated independently. 

With regard to shipments of grain up the Danube into Bavaria, a 
joint water and rail rate is in existence. The grain comes as far as 
Vienna or Passau by water and thence by rail. This, however, means 
an all-rail route in Bavaria. 









180 RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 


As stated in the introduction to this report, the water routes of 
Bavaria are not competitive, and neither river nor canal traffic affects 
the freight rates of the railroads. A comparison of water rates with 
paralleling railway rates is therefore of little interest. The water¬ 
ways are too short to give any effective illustration and, besides, com¬ 
parisons are difficult because of the difference in classifications for 
rail and water freights. I give, however, the following two examples 
for what they are worth: 


PASSAU TO REGENSBURG. 

[1 kilometer (0.62 miles). 100 kilos (220 pounds).] 


Railroad , 118 kilometers. 

Regular highest tariff, 34 cents per 
100 kilos. 

Regular lowest tariff, 9 cents per 100 
kilos. 


Waterway, 153 kilometers. 

Regular highest tariff, 24 cents per 
100 kilos. 

Regular lowest tariff, 12 cents per 100 
kilos. 


FRANKFORT-ON-THE-MAIN TO WURZBURG. 


Railroad, 132 kilometers. 

Exceptional tariff, 11$ cents per 100 
kilos. 

Exceptional tariff, 13$ cents per 100 
kilos. 

Regular tariff, 21$ cents per 100 kilos. 

Regular tariff, 17 cents per 100 kilos. 

Exceptional tariff, 19 cents per 100 
kilos.' 


The Bavarian water highways 
ernment transportation systems, 
may, in certain instances, make possible lower rates on certain routes. 
It could not, however, be said that railroad rates would be higher 
if no water transportation existed. The Government is always in a 
position to see that its transportation lines are not injured by pri¬ 
vate undertakings. In a general way it may be said that the water 
routes are a distinct advantage to the railroads. The Main, for ex¬ 
ample, offers excellent facilities for the floating of logs and lumber 
to points where it can be handled by the railroads and, except for the 
Main, much Bavarian timber would never reach the Bavarian state 
railways. 

The Danube is also hardly a competitor of the railways, so far as 
local Bavarian traffic is concerned, and with regard to the long-dis¬ 
tance traffic, especially to Austria-Hungary and the countries along 
the lower Danube, it undoubtedly brings to the railroads more traffic 
than it takes from them. 

Direct legislation in regard to the relations between rail and inland 
water highways does not exist and has, I believe, never been consid¬ 
ered by the Bavarian legislature. 


W^aterway, 218 kilometers; average 
freight rates; dotvn the river. 

Wooden boards, 6 to 7 cents per 100 
kilos. 

Grain, 7 to 7$ cents per 100 kilos. 
Collective freight, 11 to 13 cents per 
100 kilos. 

Up the river. 

Grain, 8 to 9$ cents per 100 kilos. 

Oils and fats, 11 to 13 cents per 100 
kilos. 

are a part and parcel of the gov- 
They complement each other and 




RAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY. 181 

The Statistical Yearbook for the Kingdom of Bavaria, 1909, gives 
the total number of vessels in service as follows: 



Steamers. 

Other 

boats. 

Total 

capacity. 

On the Danube. 

12 

2 

107 

226 

Tons. 

60,737 

29,408 

1,720 

1,525 

420 

On the Main. 

On the Ludwigs Canal. 


15 

On Lake Constance. 

7 

6 

On Bavarian lakes... 

15 

2 




The total water traffic on the Danube and Main in Bavaria for the 
same year, in metric tons, was as follows : 



Received. 

Shipped. 

Passed. 

Regensburg. 

118,990 

64,763 

79,645 

23,909 


Passau. 


Aschaffenburg. 

293,915 

45,396 

Wurzburg. 







In addition to the above there were 323,000 tons of timber, etc., in 
rafts floated past Aschaffenburg on the Main. 

The principal items were grain, wood, petroleum, and other oils, 
stone, ores, and clay. 

The total freight moved on the Ludwigs Canal was 66,739 metric 
tons. 

Very full and detailed statistics of water-borne traffic on the Bava¬ 
rian water highways will be found in the volume “The Economic 
Value of Bavarian Water Highways,” by Gustav Steller, secretary 
of the Eoyal Bavarian Waterways Commission. Other publications 
on these subjects, I will refer to generally only: 

1. Statistics of the German Empire, the volume on Inland Navigation, issued 
by the imperial bureau of statistics. 

2. The Statistical Yearbook of the Kingdom of Bavaria. See pages 171-174. 

3. The Annual Report of the Chamber of Commerce at Regensburg, pages 
19-20 and 136-141. 

4. The Anual Report of the Chamber of Commerce at Passau, pages 35-40 
and 82. 

5. The Annual Report of the Chamber of Commerce at Wurzburg, pages 
118-128. 

6. The Annual Report of the Royal Bavarian Railways Administration, pages 
28-31, 205-212 and 225-228. 

I desire to call especial attention to the fact that, in this report, I 
have dealt only with Bavaria on the Eight of the Ehine and have 
not at all referred to the Pfalz, a segregated fragment of the King¬ 
dom situated on the left banks of the Ehine, and remote from my 
district. 

The Siiddeutsche Donau-Dampfsciffahrts-Gesellschaft publishes 
rate sheets giving joint water and rail rates with the various transfer 
points along the Danube, from which any point I may have over¬ 
looked may be worked out. 

This report has been prepared in compliance with circular instruc¬ 
tions dated August 16, 1909, (File No. 17594). 


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